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1. Introduction
1.1. Project Background
The proposed Harbin-Jiamusi (HaJia Line hereafter) Railway Project is a new 342 km
double track railway line starting from the city of Harbin, running through Bing County,
Fangzheng County, Yilan County, and ending at the city of Jiasmusi. The Project is
located in Heilongjiang Province, and the south of the Songhua River, in the northeast
China (See Figure 1-1). The total investment of the Project is RMB 38.66 Billion Yuan,
including a World Bank loan of USD 300 million. The construction period is expected to
last 4 years, commencing in July 2010. Commissioning of the line is proposed by June
2014.
HaJia Line, as a Dedicated Passenger Line (DPL) for inter-city communications and an
important part of the fast passenger transportation network in northeast of China will
extend the Harbin-Dalian dedicated passenger Line to the the northeastern area of
Heilongjiang Province, and will be the key line for the transportation system in
Heilongjiang Province to go beyond. The project will bring together more closely than
before Harbin , Jiamusi and Tongjiang, Shuangyashan, Hegang, Yinchun among which
there exists a busy mobility of people potentially demanding high on passenger
transportation. The completion of the project will make it possible for the passenger line
and cargo train line between Harbin and Jiamusi to be separated, and will extend the the
line Harbin-Dalian passenger line to the northeast of Heilongjiang Province,It willl also
strengthen the skeleton of the railway network of the northeastern part of China and
optimize the express passenger transportation network of the northeast. As another
express railway to divert the passenger train and cago train, the pjoject will relieve the
pressure of the transportation between Harbin and Jiamusi and will play an important role
in the smooth execution of the snational strategy of “revitalize the old industrial bas of
Northeastern Provinces” . In addition, the execution of the project will also play an
important role in ensuring the good transportation as a rear-area for the trading ports
between China an Russia , in accelerating the development of the relevant trading ports,
in developing the economic division and cooperation between China and Russia and the
economic win-win and promoting the regional economic development and flourishing the
frontiers of the northeast of China.
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1.2. Environmental Asessment (EA) Preparation
According to World Bank OP4.01 Environmental Assessment, the proposed project is
classified as Category A, dur to the scale of potential environmental and social impacts.
As a result, the Bank required a full environmental impact assessment report. Chinese
environmental impact assessment laws and regulations also required preparation of a full
enviornmental impact assessment report.
MOR retained China Railway Third Survey and Desing Institute (TSDI) Co., Ltd. for
EIA preparation. The TSDI has Class A environmental impact assessment accreditation
from Ministry of Environmental Protection (MEP). The EIA report was prepared in
accordance with relevant provisions specified in China EIA laws / regulations and
technical guidelines, as well as consideration of World Bank
Figure 1-1 Harbin-Jiamusi Dedicated Passenger Line (HaJia Line)
safeguard policies.
The final English EA documents submitted to the World Bank inlcude:
• Enviornmental Impact Assessment Report (EIA)
• Environmental Management Plan (EMP)
• EA Executive Summary
This report is the English version of the Environmental Impact Assessment, which
includes a sumary of the main text and the following Annexes:
• Annex 1 List of Main Applicable Laws and Regulations
• Annex 2 Screening of Environmental Objects
• Annex 3 Ecological Baseline Survey
• Annex 4 Baseline Noise Monitoring
• Annex 5 Noise Impact Prediction Table
• Annex 6 Mitigation Measure for Noise Control
• Annex 7 Baseline Vibration Monitoring
• Annex 8 Vibration Impact Predication Table
• Annex 9 Mitigation Measures for Vibration Control
The Chinse EIA report was approved by the Ministry of Environmental Protection on
Nov XX, 2010.
2. Legal and Regulatory Framewok
2.1 Environmental Assessment Purpose and Principles
The purpose of the environmental impact assessment is as follows.
1. Through the survey and supervision of the existing conditions of the environment sensitive
items and environment, it is expected to have an understanding of the existing environmental
conditions of the region. And with strategy of sustainable development as the guide line to
carry out the policy “Prevention as a major concern and protection as the priority” ,
“Development and protection as equally important aspect” and with environmental evaluation
as a guide in designing , construction and environmental protection and to forecast the impact
of the project on the environment during its construction and operation. And based on the
forecast results, the controlling measures presented in the design document can be proved,
which is imperative. n the light of the principle characterized by “letting the new measures to
substitute the old, it aimed to forward corresponding measures and proposals in order to
reduce and control the emission of pollutants and to reach the target of keeping total amount
of emission of pollutants within the controlled limit of the region and to proved a scientific
ground for the local environment protection department to control and plan the environment.
2. To carry out the principle of “people oriented” by involving the public in the project and
residents in the proving of the project, so that the decision of the project will be more
democratic , scientific, to avoid the potential dangers created by the impact of the project on
the environment in the future. To guide the public to the management and supervision of the
environment protection during the construction and operation of the project. And at the same
time to publicize the national laws, statutes and policies on environmental protection.
3. To provide a ground for environmental protection and engineering design and environmental
management of the project from the perspective of environmental protection, together with
the analysis of the economic benefits and too prove the feasibility of the project.
The principle of the environmental assessment - The assessment is based on the national
laws, statutes, and relevant documents and with the environmental evaluation guiding
principle and the technological criteria for railway environment as the guiding principle.
The assessment is done in the light of the characteristics of the planned railway and with
sensitive problems involved in ecological damage, noise ,and vibration as the evaluating
principle. During the assessment full use is made of the existing data with the necessary
supplementary elements such as survey, monitoring, and analogical monitoring of the
existing conditions.The assessment is done in the light of the engineering design and
with full consideration of different assessment elements for different section of the
planned line. And finally based on the assessment results a control measures and
suggestions not only feasible in technology but also rational in economy are put forward.
2.2 National Laws and Regulations
The preparation of the EIA for the proposed project fully complies wit hthe provision of relevant Chinese natonal laws and regulations for construction projects. A list of relevent laws, regulations, technical guidelines and relvant document is presented in Annex 1.
Table 2-1 summarizes some key provisions of applicable laws and regulations and project compliance relative to the preparation of environmental impact assessment and project design.
Table 2-1 Key Environmental Laws and Regulations and Project Compliance
Laws and Regulations Key Applicable Provisions Project Compliance
Environmental Protection Law “Construction projects that would cause environmental pollution must follow the provisions ofrelevant environmental protection rules and regulations. The environmental impact assessmentdocument must assess the pollution the project is likely to produce and its impact on theenvironment, and stipulate the preventive and mitigation measures. The EA documents shall,after initial examination by the authorities in charge of the construction project, be submitted tothe environmental protection administration authorities for approval following specifiedprocedure.”
“Pollution mitigation measures of a construction project must be designed, built andcommissioned at the same time with the main part of the project. No permission shall be givenfor a construction project to be commissioned or used, until its installations for the preventionand control of pollution are examined and considered up to the standard by the relevantenvironmental protection authority which had originally reviewed and approved theenvironmental impact assessment documents.
• EIA is prepared according to relevantlaws/regulations and technicalguidelines.
• Mitigation measures are developed inan EMP, incorporated into projectdesign, and are to be implementedand supervised during construction.
• Final acceptance inspection will becarried out before commissioning.
Environmental ImpactAssessment Law
“The State adopts a categorized management approach for environmental impact assessment ofconstruction projects according to the extent of environmental impact of construction projects……The Project proponent shall prepare Environmental Impact Assessment Report, orEnvironmental Impact Assessment Form, or Environmental Impact Registration Formaccording to the follow criteria:
1) An Environmental Impact Assessment Report is required for a construction projectthat may cause major impact on the environment, giving comprehensive and detailedevaluation of the pollution generated and environmental impact caused by theconstruction project;
“Catalog for the Categorized Environmental Impact Assessment Management for ConstructionProjects shall be compiled and published by the environmental protection administration underthe State Council.”
“For construction projects that involve water conservation and soil erosion control, a Water andSoil Conservation Plan must be prepared and approved by relevant water resource authorities.”
• A full EIA report is prepared, andapproved by Ministry ofEnvironmental Protection.
• A dedicated Water and SoilConservation Plan is developed andapproved by water resourcesauthorities.
Notice on Strengthening EIAManagement for ConstructionProjects Funded by Loans fromInternational FinancialInstitutions
“The construction project must abide by environmental protection laws, regulations andstandards of China, and subject to EIA policies. With precondition of compliance with ChinaEIA provisions, consideration should be given to technical requirements of the IFI.”
• EIA and EMP are prepared incompliance with World Bank OP4.01and in consideration of World BankSafeguards.
Environmental ProtectionManagement Regulations forTransport Projects
“All environmental protection facilities in transport projects must be simultaneously designed,constructed and put into operation with the main body project…After project completion, theproject proponent shall submit application for acceptance inspection to the environmental
• Mitigation measures are developed inthe EMP and incorporated intoproject design, and are to be
Laws and Regulations Key Applicable Provisions Project Compliance
protection authority which had originally reviewed and approved the environmental impactassessment documents.”
implemented and supervised duringconstruction.
• Final acceptance inspection will becarried out by MEP beforecommissioning.
Solid Waste PollutionPrevention and Control Law
“It is forbidden for any units or individuals to dump or pile solid waste into rivers, lakes,canals, channels, reservoirs and flood lands and bank slope below the highest water level andother places where laws and regulations stipulate to be forbidden to dump or pile solid waste.”
“The construction units shall timely remove the solid waste produced during the construction ofthe project and shall utilize or dispose of the solid waste in accordance with the requirementstipulated by the relevant administrative department in charge of environmental sanitation.”
• A Water and Soil Conservation Planis developed, and incorporated intoEMP and contracts forimplementation
• Waste will be recycled or properlydisposed of in preselected andapproved disposal sites with a re-vegetation plan.
Water Pollution Prevention andControl Law
“It is forbidden to discharge or dump industry waste residues, urban refuse or other wastes intoany water body…. It is forbidden to pile or deposit solid wastes and other pollutants on floodland and bank slopes below the highest water level of rivers, lakes, canals, irrigation channelsand reservoirs”
“Domestic and drinking surface water sources protection zones shall be divided into Class 1protection zone and Class 2 protection zone…. It is forbidden to construct or expand anyprojects that have noting to do with water supply facilities and protection of water sourceswithin the Class 1 zone. It is forbidden to construct or expand projects that would dischargesewage into water bodies within the Class 2 zone.”
• Mitigation measures regarding wastemanagement are built into the EMP.
• The alignment is carefully chosen toavoid drinking water resourceprotection areas.
Forestry Law “Construction project, survey and mining operations shall not occupy forest land or occupy aslittle forest land as possible. If forest land is to be occupied or acquired, project proponent shallsubmit a land use application to the forestry authority of the people's government of or abovethe county level, and, after examination and approval, pay forest restoration fees according tothe standard stipulated by the state.”
• The alignment is designed withtunnel-bridge-tunnel scheme tominimize occupation of forestry land.
• Legal procedures will be followedfor land acquisition andcompensation for restoration.
Wildlife Protection Law “The State protects wildlife and its habitats. It is forbidden for any one to illegally hunt ordestruct wildlife habitats.”
“If a construction project produces adverse effects on the environment for the survival ofwildlife under special state or local protection, the construction unit shall submit a report on theenvironmental impact. The department of environmental protection shall, in examining andapproving the report, seek the opinion of the department of wildlife administration at the samelevel.”
• Alignment is carefully chosen toavoid protected natural habitats
• Tunnel-bridge-tunnel scheme isadopted to minimize fragmentationimpacts.
• Potential impact is thoroughlyaddressed in the EIA, and necessarymitigation measures are developed inthe EMP.
Wild Plants ProtectionRegulations
“The State protects wild plants and their habitats. All units and individuals shall be forbidden toillegally collect wild plants or damage the environment for their survival.”
• Alignment is carefully chosen toavoid protected natural reserves.
• Protected wild plants are identified
Laws and Regulations Key Applicable Provisions Project Compliance
“If a construction project may produce adverse effects on the environment for the survival ofthe wild plants under special state or local protection, the construction unit shall make anassessment on the effects in its submitted report on the environmental impact; ……”
and protection measures developed
Nature Reserve ProtectionRegulations
“Nature reserves are classified into three zones, known as the Core Zone, Buffer Zone andExperimental Zone ….No unit or individual are allowed to enter the Core Zone, except thosewho have been approved.….”
“A certain amount of area at the periphery of the Core Zone can be designated as Buffer Zonewhere only scientific research and observation activities are allowed. The area at the peripheryof the Buffer Zone is designated as Experimental Zone where scientific experiments, teachingtraining, visit and observation, tourism and taming and breeding rare and endangered wildanimals and plants and other activities are allowed.”
“Production facilities shall not be constructed in the Core Zone and Buffer Zone of naturereserves….For projects to be constructed in Experimental Zone, the discharge of pollutants ofprojects shall not exceed the pollutant discharge standards stipulated by the state or the localgovernment.”
• Alignment is carefully chosen toavoid protected natural reserves
• For un-avoidable reserves, alignmentis arranged in Experimental Zoneusing tunnel scheme to minimizeimpact
• Other necessary measures aredeveloped in EMP
Scenic Area ManagementRegulations
“All the scenic spots and natural environment in the scenic area shall be protected strictly andshall not be damaged or changed at will. …All the construction inside the scenic area or itsperipheral protection area shall be harmonious with the landscape…. Trees inside the scenicarea and its peripheral protection area shall be cultivated and managed according to theplanning regardless of its tenure rights and shall not be felled. ……It is forbidden to fell ancientand famous trees. ……”
• Alignment is carefully chosen toavoid scenic areas as much aspossible
• For un-avoidable scenic areas,alignment is arranged to avoid mainscenic spots
• Greening plan and special design ofstations are developed to beharmonious with the landscape
Water and Soil ConservationLaw
“In the construction of a rai1way, highway or waterway project, the disturbance of vegetationshall be minimized; waste sand, rocks and earth thus created must be disposed of in an areaspecially designated for the purpose, and shall not be dumped out into any river, lake, reservoiror any ditch or canal other than the specially designated area; slope protection must be built orother land management measures adopted on hill-slopes within the frontage of the railway andhighway; after the project is completed, trees must be planted and grass grown on the earth--fetching area, excavated land surface and the exposed land surface for the disposition of wastesand, rock and earth, in order to prevent soil erosion. ”
• A Water and Soil Conservation Planis developed, and incorporated intoEMP and contracts forimplementation
Urban Old and Famous TreesManagement Method
“No units or individuals shall, for any reason or by any means, fell old and famous trees ortransplant old and famous trees without approval….If for special need that the Class 2 old andfamous trees should be transplanted, it should, after being examined and approved by the urban
• Alternative alignment is studied toavoid old and famous trees to theextent possible
Laws and Regulations Key Applicable Provisions Project Compliance
greening authorities, be submitted to the provincial construction authorities for approval; thetransplanting of Class1 ancient and famous trees should be examined by the provincialconstruction authoritiesand be submitted to the provincial government for approval….”
• Un-avoidable trees will be relocatedfollowing applicable legal procedures
Notice on StrengtheningNational Green CorridorConstruction by State Council
“Green Corridor Construction is a major part of national greening campaign, and its mainobjective is to build green belt along roads, railways, rivers/canals and embankment….”
“Green Corridor must be planned together with overall planning of roads, railways and waterresources facilities, and be designed, implemented and finally accepted prior to commission atsame time with main projects”
“By 2005, all expressways, 60% of existing railway lines….shall be greened. By 2010, allroads, railway lines, rivers/canals and embankment that have the possibility of greening shallbe greened”
• Extensive greening plan is designedalong the railway line followingrelevant technical guidelines
Cultural Property Law “For large scale infrastructure projects, project proponent shall submit application to provincialand municipal cultural property management authorities which will organize specializedinstitutes to conduct archeological survey and investigation within the project scope.”
“During project construction or agricultural activities, if cultural relic is found, one shouldimmediately stop to protect the site, and report to local cultural property authorities. When acultural authority receives such reporting, it shall, under normal situation, visit the site within24 hours and provide decision within 7 days. The cultural property authority can report to localgovernment to mobilize police department to protect the site. Chance find of important culturalrelics shall be immediately reported to national cultural property administration which shallissue decision within 15 days since receipt of such reporting.”
• Cultural property survey along thewhole line has been conducted bylicensed archeological institutes.
• Alignment is fine-tuned to avoidexisting cultural relics sites
• Chance-find procedure will bestrictly followed.
Notice on Strengthening NoisePollution Control of Railway
“New railway project must be subject to EIA procedure. …In urban areas, interchange shall beadopted and the railway tracks shall be fully-fenced to eliminate horning noise impact duringoperation. …Mitigation measures shall be adopted to ensure compliance with Railway BorderNoise Limit Standard.”
“Urban planning department shall, in accordance with Urban Regional Noise Standard, avoidplanning of noise sensitive buildings such as schools, hospitals, residential areas, governmentalor research institutes near the railway.”
• Noise impact is thoroughly assessedfollowing EIA technical guidelines
• Noise mitigation measures (noisebarriers, sound-insulation windows,seamless rail, noise damping systemetc.) are designed to mitigate noiseimpact
2.3 World Bank Safeguard Polices
The preparation of environmental impact assessment documents also follows the requirements of the World Bank’s safeguard policies. Ten World Bank safeguard policies were screened for the project. Of the ten policies, five are triggered: (1) OP4.01 Environmental Assessment; and (2) OP4.12 Involuntary Resettlement. The EIA documents have been prepared according to the requirements of these safeguard policies, which are summarized in Table 3-2.
Table 2-2: Applicable World Bank Safeguard Policies and Project Compliance
Safeguard Policies Actions
Environmental Assessment (OP/BP 4.01) • Category A project. Full EIA and EMP are prepared.
Involuntary Resettlement (OP/BP 4.12) • RAP is prepared.
2.4 Assessment Scope and Applicable Standards
The overall project scope considers the following:
• The entire Harbin-Jiamusi Railway main line, 342 km in length, including new Jiamusi east terminal, 8 intermediate stations and renovation of existing Jiamusi station, and liaison lines affiliated to Harbin and Jiamusi terminal (Figure 3-4-1). Harbin Terminal is not included in the project.
• Construction period: construction is expected to commence in July 2010 and complete in June 2014, with a total construction time of 4 years.
• Operation period: from commencement of operation until 2020 for the near future, and 2030 for the far future.
2.4.1 Assessment Scope and Grade
The assessment scope of this EIA covers the main railway alignment, stations, auxiliary lines, traction sub-stations (which is for power supply purpose), borrow pits and disposal sites, access roads, construction/camp sites etc. The impacts addressed in the EIA include environmental impacts (e.g. ecology, water, air, noise, etc.) and social impact (e.g. traffic disturbance, restriction of access due to fencing, impact on local drainage/irrigation system, impact on local community life, induced impacts etc.)
The assessment scope and grade of each environmental factor is determined as shown below in Table 3-3, according to the relevant stipulations of Technical Guidelines for Environmental Impact Assessment of Railway Construction Projects (TB10502—93) and regional environmental features.
Table 2-3: Environmental Factors and Assessment Scope and Grade
Environmental factors
Assessment Grade Assessment Scope
Area within 300m at the both sides of the center lines along the outer rails of the railway line.
Area within 30m at the both sides of the center line of the construction access road.
Area within 100m out of boundaries of temporary sites.
The boundary of Mayi Rive Wetland Nature Reserve is 9 km away from the alignment.
Ecological environment
I
The alignment will cross Class II protection Zone of Yilan County Drinking Water Protection Area
Acoustic environment
I
Sensitive objects within 200m at the both sides of the railway line.
Vibration
IArea within 60m from the center lines along the outer rails at the both sides of the railway line.
Assessment scope for impact on televisions shall be within 80m from the center lines along the outer rails of the railway line
Electromagnetic frequency
N/A Assessment scope for impact on traction substations
shall be within 50m from the boundary walls of the traction substations, and focus area for analysis of impact on GSMR base station shall be the area of 50m in radius from the antennas.
Wastewater discharge outlets at stations along the railway line
Discharge of waste water produced in construction of key works during the construction period
Water environment
III
Assessment scope for source water production areas along the railway line shall be from bridge locations to downstream intakes
Chimney emission outlet of new boiler in railway stations.
Atmospheric environmental
III
Area with 50m from the construction site.
Solid waste generated during construction stage. Solid waste
N/A
Solid waste generated from railway operation.
2.4.2 Assessment Standards
Standards for the project environmental assessment are presented below in Table 3-4. The standards were established in response to the official reply from the environmental protection bureaus of Heilongjiang Province, the city of Harbin and Jiamusi to the Letter of Request for Verification of the Environmental Standards Proposed for the New Harbin-Jiamusi Railway Line. These standards are based on general national standards as well as local regulations and planning.
Table 3-4 Applicable Standards for Environmental Assessment
Type Env.
Factor Standard No. Standard Name Function Zone and CriteriaApplicable Area/Subject
Zone 2-daytime 60dBA�night time 50dBA
60m and beyond from the center lines of the outer rails. School and hospital within assessment scope A
cous
tic
GB3096-2008 Acoustic
Environment Quality Standard
Zone 4-daytime 70dBA�night time 55dBA
30~60m from the center lines of the outer rails
Vib
ratio
n
GB10070-88 Environmental
Vibration Standards for Urban Area
Daytime: 80dB; Night time: 80dB
Residential area, schools and hospitals etc. along the railway line.
Wat
er GB3838-2002 Surface Water
Environment Quality Standard
Class III~V water body standards
Ashi River, Feiketu River, Mayi River and Mudanjiang River, etc.
Env
iron
men
talQ
ualit
ySt
anda
rd
Am
bien
tA
ir
GB3095-1996 Ambient Air Quality
Standard and its amendment
Class II Entire alignment
Dis
char
geSt
anda
rd
Noi
se
GB12525-90
Emission Standard and Measurement
Methods of Railway Noise on the
Boundary Alongside Railway Line
Daytime: Leq70 dBA Nighttime: Leq70 dBA
Place at 30m away from the center line along the outer rails
Type Env.
Factor Standard No. Standard Name Function Zone and CriteriaApplicable Area/Subject
GB12523-2008GB12524-90
Noise Limits for Construction Site and
Measurement Methodology of
Noise on the Boundary of
Construction Site
Depending on the type of construction activities
Construction sites
Class III
Binxi Station, Fangzheng Station, Yilan Station, Jiamusi Station�discharge into urban sewer system
Class I
Binzhou Station, Gaolimao Station, Geoleng Station, Dalianhe Station, Hongkeli Station, East Jiamusi Station: discharge into nearby waterbody
Was
tew
ater
GB8978-1996
�Comprehensive Wastewater Discharge Standards�
Discharge from construction site will comply with receiving water body function.
GB8702-88 Regulations for Electromagnetic Radiation Protection
4kV/m 0.1mT
Be healthy to human body
Ele
ctro
mag
netic
/CCIR Recommended
Methodology Signal-to-noise ratio not
less than 35dB Radio television reception for inhabitants
Ambient air
GB13271-2001Pollutants Emission Standard for Boiler Zone 2, Time II Railway station
3. Project Description and Engineering Analysis
3.1 Project description
The HaJia Line is designed to be a Dedicated Passenger Line (DPL) incorporated with inter-city function. It is an important portion of the Northeast China fast-speed railway network, an extension of the HaDa DPL to northeast Heilongjiang Province, and a backbone passenger line of of the province.
The total length is 342 km, with 5 km existing BinJiang line in Harbin city and 337 km new. The total investment of the entire project is RMB 38.66 Billion Yuan, including a World Bank loan of USD 300 million. The construction period is expected to last 4 years, commencing in July 2010. Commissioning of the line is proposed by June 2014.
Key project technical parameters are presented in Table 3-1 below.
Table 3-1: Key technical parameters of the Gui-Guang Line
Parameter Unit
Type Railway dedicated passenger line (DPL) Track Double Design speed 250 km/h Length 342 km Minimum curve radius 4000m, in difficult locations sharper curves
shall be tolerated Maximum grade 20 in 1000 Distance in center line of two tracks
4.6 m
Traction Electric Train type Electric Multiple Units Effective length of departure track 650m for freight and 650m for passenger trains Train operation control Automatic 3.1.1 Project Contents and Scale
A description of key project works and land occupation is summarized in table 3-2
Table 3-2 Project Content and Scale
Works Unit Quantity
Length of line Kilometer of trunk line 342.057
Permanent land occupation hm2 1416.27
Temporary land occupation hm2 534.78
St at io Renovation station 1
New station 8
Relocation station 1
Backfill 104m3 1437.24
Excavation 104m3 2674.54
Mortar rubble 104m3 246626 Subg
rade
Ancillary facilities Civil grill m2 5028924
Extra-long Bridge Linear meter/bridge 157506.23 /88
Long bridge Linear meter /bridge 15084.71/53
Medium bridge Linear meter /bridge 271.66/3
Box bridge M2/bridge 2391.84/4
Culvert Horizontal linear meter/bridge 10547.68/294 Bri
dge
and
viad
uct
Highway overpass Square meter/bridge 38615.76/62
Tunnel Double-line tunnel Linear meter /bridge 14093/9
Traction substation / 8
House demolition and resettlment m2 906750
Newly built production houese m2 99969
Total investment estimate RMB100 million Yuan 386.64
3.1.2 Railway Alignment
The proposed Harbin-Jiamusi (HaJia hereafter) Railway Project is a new 342 km
double track railway line (including 5 km of existing Binjiang Line and newly built
line 337 km)starting from the city of Harbin, running through Bing County,
Fangzheng County, Yilang County, and ending at the city of Jiasmusi.
The land form of the project area is mainly alluvain plain, low mountains and rolling
hills. Between Harbin and Bin County the land form is mainly the alluvian plain of
the Songhua River. Between Bin County and Jiamus the land form is mainly rolling
hills.
3.1.3 Subgrade Embankment
The length of embankment subgrade is 150 km, amounting to 44% of the total main
line.
3.1.4 Stations
The HaJia Line will have 10 stations, including Harbin terminal (which is not
included in the project) in the west end, 8 intermediate stations and Jiamusi terminal
in the east end. Between two adjacent stations the average distance is 37.97km, the
maximum is 58.507 km (between Shengli and Fangzheng), and the minimum is
18.02km between Dalianhe and Yilan.
In Jiamusi, the existing Jiamusi terminal will be upgraded to a dedicated passenger
station; the existing east Jiamusi station will be relocated, and functioned as an freight
station.
3.1.5 Bridge Works
A total of 144 bridges/viaducts will be constructed along the whole railway main line,
for a total length of 172862 m, accounting for 51% of the total line length.
A total of 294 culverts/underpasses will be built, which means, not considering bridges/viaducts there will be 1.9 culverts per kilometer of the the rail line.
3.1.6 Tunnel Works
A total of 9 tunnels will be construced along the whole railway line, for a total length
of 14km, accounting for 4.2% of the total line length. The longest tunnel will be
Houshishan Tunnel, with a length of 4,902 meters.
3.1.7 Electrification Works
A new AT power supply system will be providd to the main line between Taiping Bridge (where the newly HaJia line connects existing BinJiang line) and Jiamusi. A total of 8 AT traction stations will be constructed.
Power will be sourced from the local grid under an electricity purchase agreement between HaJia DPL Company and local electrical grid companies. Each company will be responsible for constructing a transmission line to each railway traction substations prior to operations. They will also prepare environmental assessments of their transmission line in accorance with national EIA regulations and technical guilelines, and submitted to local environmental authorities for review and approval.
3.1.8 Aggregate, Spoil and Borrow Materials
The project will need to borrow 4.9 million m3earth and stone materials, which will be obtained under commercial agreements with local land resouce bureaus of Bin County, Fangzheng County, Yilan County and Jiamusi City. At preliminary design stage, 12 exisisting borrow pits have been identified.
The project will generate 17.2 million m3 of spoil materials, of which 1.2 million m3 of tops soils will be reused for revegeation. The remain 16 million m3 of spoils will be disposed of at 45 spoil sites that have been identified during design stage.
3.1.9 Temporary Construction Works
Temprorary works include material storage and processing plant, beam fabricating yard, mixing plants, access road, camp etc. Temporary works long the whole alignment are summarized in Table Table 3-3.
Table 3-3 Temporary Construction Works
Name of Tempoary Work Unit Quantity
Material storage and processing plant Nr. 4
Beam fabricating (storage) yard Nr. 10
Long rail storage base Nr. 2
Ballastless track slab prefabricating yard Nr. 3
Concrete mixing plant Nr. 31
Temporary transmission line km 163
Construction sites and camp Nr. 143
Temporary soil storage yard Hm2 71
Construction access road km 202
3.2 Engineering Analysis
The purpose of engineering analysis is to analyze the project environmental settings, and the type, nature, and scale of project activities. Based on the engineering analysis, scoping and screening of project environmental issues are conducted.
3.2.1 Scoping and screening of environmental issues
The project will result in environmental impacts during construction stage and operation stage as well. During construction, the main environmental issues include disturbance to ecological environment along the alignment, noise, vibration, wastewater, dust, solid wastes; during operation stage, the negative impacts include noise, vibration, and wastes. Social disturbance such as land take and resettlement and community severance are also potentially significant.
Based on the nature of the environental and social issues, environmental settings and the sensitity, an screening matirx of environmental issues is developed, see Table 3-4
Table 3-4 Environmental Screening
Ecological Environment Physic-Chemical
Environment Social Economic Environment
Stag
e
Activities
Sig
nifi
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Significance � � � � � � � � � � � � � � � �Land take and resettle
� -S -S -S -M -M -M
Con
stru
ctio
nS
tage Build
access road / temp works
� -L -L -L -M -M -M -M -S -M -M -M -S
Material storage and
hauling � -M -S -M -M +M -S -M
Subgrage earth stone
works � -L -L -L -M -M -M -M -M -M -M -M -S
Bridge / viaduct
� -M -M -M -M -M -M
Subgrade protection
� +M +L +S +S +M +M +M
House building
� +S -S -S
Greening and
reclaimation� +L +L +L +S +S +S +M +M
Spoils disposal
� -M -M -M -S -S -S -S -S
Camp � -S -S -S +S Train
running � -L -L -L -S +M
Station � -M -M -M +L +L +LTrain
preparation� -S -S -S -S
Ope
ratio
nSt
age
Domestic waste
� -S -S -S -S -S
Note: Two types of impacts are indicated in the matrix
1. Incremental impact: + positive impact, - negative impact, L High Impact, M Moderate
Impact, S Low Impact, Blank No Impact
2. Combined/Cumulative impact: I Significant Impact, II Moderate Impact, III Low
Impact
3.2.2 Ecological environmental impacts
Land Occupation
Permanent land occupation of the project is caused by construction of subgrade,
station/terminal, bridge/viaduct, culvert, tunnel portal. The total permanent land
occupation of the project amounts to 1,416.27hm2. Permanent land occupation of the
project will change functions of the original land, of which arable land is 903.20
hm2(63.8% of the total), woodland is 419.85 hm2(29.65% of the total). On the
condition of satisfying technical criteria, bridge and viaduct scheme is maximized to
reduce permanent land occupation as much as possible.
Temporary Land occupation of the project is caused by borrow pit, disposal site,
access road, and other temporary works. The total temporary land occupation of the
project amounts to 534.78hm2.
The porject construction activities, such as excavation and filling will cuase land
occpation, vegetation clearance, damages to soils of irrigation facilities, and has the
potential to result in degradation of soil conservation function and negative impacts to
agricultural production in the regions along the line.
Earth and Stone Works
Total earth and stone works of the project amount to 4,111×104m3�of which filling
is 1437×104m3�and excavation is 2,675×104m3. Material balance will be achieved
to the extent possible. The quantity for reuse is 951×104m3. Total total spoils is
1,723×104m3�of which 119×104m3 of top soils will be reused for revegetation.
Eventually, 1,605×104m3 will be disposed of at spoil sites.
Environmental impacts cuased by earth and stone works include
• Land clearance and preparation will result in damages to original natural landscapes and
the biological environment, short-time exposure of earth’s surface and soil erosion.
• Embankment filling will result in excavation and filling of a large area of surface layer of
the earth, soil erosion. In addition, construction and material hauling for embankment will
cause dust and pollution to ambient air quality.
• Construction of embankment protection works, including drainage system, will cause
flushing, damages to irrigation system and soil erosion.
• Material borrowing practices will cause loosening of land surface and soil erosion
• Spoil disposal practices will potentially cause soil erosion if not well managed.
Bridge Works
Bridge may change the natural hydrological conditions in river, valley, and channels,
which will in turn cause flushing to river bed and bank and impede flood discharge.
Bridge pier construction will generate spoils and wastes that may pollute river,
farmland and accelerate soil erosion.
Tunnel works
There will be 9 double-line tunnels, with total linear meters of tunnels of 14,093m,
accounting to 4.12% of the total length of the line.
The burial depth of the tunnels of the line is rather shallow. The maximum burial
depth of Houshishan Tunnel is about 130m and that of the other tunnels is less than
100m. Underground water in most of the tunnels are not developed, and no springs
are found during the geological survey. Limited crevice water in the base rock is
prevalent, which is mainly supplemented thorough natural precipitation.
The potential impact of tunnel works is cut-off of ground water channel/layer, causing
leakage and affecting water supply to people and plants on top of the tunnel. Tunnel
wastewater, spoils and wastes, if not well managed, will pollute receiving water
bodies. Soil erosion is another concern resulting from poor siting or protection of
spoil sites.
3.2.3 Acoustic environmental impacts
Noise sensitive sites such as residential areas and schools are distributed on both sides
of the railway of the project. Train noise and construction noise will have impact on
those objects.
During construction, filling, compaction, pier building, material hauling, demolition
and excavation, and vehicle are the major sources of noises.
3.2.4 Vibration impacts
Vibration comes from bumping and abrasion of wheels against rails while the train is
running, and the vibration is transmitted to buildings via sleepers, roadbeds, subgrades
(or bridge structures) and the ground, causing the vibration of the buildings and
impacts on residential houses.
Apart from these, the project construction activities will have vibration impact on the
neighboring buildings and residents passing through in the construction period.
3.2.5 Electromagnetic impacts
When electric locomotive is running, pulse electromagnetic radiation with wide
frequency band will be generated from instantaneous off-line in the course of sliding
of the pantograph against the overhead line system, and this kind of radiation will
have affect TV signal quality nearby. Meanwhile, high speed railway passing through
overhead viaducts or high subgrade sections will have shielding and reflective effects
TV signal nearby.
Moreover, newly built traction substations will generate a power frequency magnetic
field, and the newly built GSMR base station may have impact of electromagnetic
radiation.
3.2.6 Water environmental impacts
Domestic wastewater discharged from stations during operation has the potential to
pollute receiving water body. As discussed earlier, bridge pier and tunnel construction
and oils from machinery will potentially cause water pollution if not well managed.
3.2.7 Ambient air impacts
Electric locomotive is adopted for traction in this line. There’s no emission of air
pollutants from locomotives along the line. Fixed air pollution sources are new boilers
at all the stations. Boilers use coal as fuel. Main pollutants are smoke dust and SO2.
By design, desulphurization and dust-removal system will be installed to boiler to
ensure emissions meet the national standards. Alternatively, old boilers will be
replaced with environmental friendly ones.
During construction, machinery, transportation vehicles, cooking and heating at
construction camps will generate waste gas. Material hauling will cause dust.
3.2.8 Solid waste impacts
The project is a passenger dedicated line. After it is put into operation, solid waste
will come mainly from domestic garbage from working personnel, passengers waiting
for trains and garbage from passenger trains.
Fuel coal boilers will generate some slag. The slag can be used as building materials
for road projects in a planned manner, which will not have great impact on the
surrounding environment.
Solid waste during the construction is mainly building solid waste and solid waste
generated on the construction site, which, if not disposed of properly, may have an
unfavorable impact on the surrounding environment.
3.2.9 Screening of Environmental Protection Objects
Based on screening and scoping of environmental factors and impacts, ecological environment, acoustic environment, vibration and electromagnetic environmental are considered main environmental receptor or impacts of this project. Several types of environmental protection objects were identified during the environmental assessment process. These include:
• Ecological objects: land, basic farmland, vegetation, water resource conservation
facilities, and biodiversity resources
• Noise protection objects: residential buildings, schools, hospitals, etc. , totaling 139;
• Vibration protection objects: residential buildings, schools, hospitals, etc. , totaling 88;
• Electromagnetic protection objects: residential buildings, etc., totally 85;
• Surface water protection objects: 10 rivers and the Yilan water source protection area;
• Social environmental protection objects: 4 cultural relics, land take and resettlement, etc.
A complete list of these environmental protection objects is presented in Annex 2 and further analyzed later in the report.
4 Alternative Analysis
4.1 No project Scenario
At present, there is no direct railway line between Harbin and Jiamusi. Railway
transportation between the two cities uses existing Harbin-Bei’an line (BinBei Line, 325
km long) and Suihua-Jiamusi line (SuiJia Line, 382 km long). The time required for
travel is about 12 hours. Highway network plays a crucial role in the project regional
transportation, including HaJia Expressway, YiHa Expressway (Harbin to Suihua),
national highway G221 and G222. The continuous improvement of the above-mentioned
major highways during the past years has increased the traffic capacity, running speed
and service quality to different extents. The road transport is playing a more and more
important role in the HaJia transportation function.
The existing railway lines were originally developed 1920-1940’s. Though the two lines
have been renovated, the service level and conditions is rather poor. On the other hand,
the road traffic is heavily affected by weather conditions, notably in winter. The proposed
project will be a major passage in the regional railway network. It connects the Harbin
hub with Jiamusi hub, and links to Harbin-Dalian, Harbin-Qiqihar and Harbin-
Mudanjiang DPLs. Hence, it will serve not only regional (northeast China) but also short-
distance passenger travelling purposes. The targeted passengers mainly consist of the
people with the purpose of tourism, business and visit of families.
Without the proposed HaJia project, the increasing passenger and fright transportation
demand would have to be met through widening of the existing highway network and
construction of new high-grade highway, which will have large environmental footprint
and social impact given its wider right-of-way. Furthermore, vehicles will have higher
emission of air pollutants and green house gases, compared the railway for equivalent
transportation capacity of passenger and freight, and poses higher risks of traffic safety in
Chinese context.
The proposed HaJia railway will substantially shorten the travel distance between Harbin
and Jiamusi from 506 km to 342 km, and reduce the travel time from 12 to 2 hours. It is
expected that once the HaJia line is open to traffic, the traffic system in this region will be
greatly optimized, the restricted traffic demand will be released, and the passenger traffic
volume will be increased in a faster manner. The faster and better traffic links will
provide convenient conditions for the social and economic exchanges and the industrial
cooperation. Through existing railway lines and planned railway lines, this HaJia Line
will connect several ports in the eastern and western borders of the Northeast. In return,
the development of foreign trade will increase the number of commercial and trade
passengers. With the cooperation and exchange between port cities, the number of
passengers between port cities and passing borders will be increased accordingly. The
HaJia railway will significantly improve mobility and accessibility in the project area.
During the construction and operation period, the supporting industries along the railway
lines such as, building materials and the power industry will be stimulated, the quality of
employment will increased, development of local economy will be accelerated, social
resource allocation will be optimized, and sustainable development of regional social
economy will be promoted.
The proposed HaJia railway project will have adverse environmental and social impacts,
while these impacts can be avoided, minimized, mitigated or otherwise adequately
compensated through careful alignment selection to avoid environmentally and social
sensitive sites and development of a strong environmental management plan.
4.2 General Alignment Selection
During the project proposal and feasibility study, 4 general alignment schemes were
studied, namely Songhua River South Scheme, Songhua River North Scheme, Songhua
River North Existing Passage Scheme and Songhua River North Sraightening Scheme
(Figure 4-1). Comparative analyses of these three corridors were carried out considering
the main cities along the corridor, and other major aspects. As HaJia line is an inter-city
line of relatively short length. The general alignment selection is the main alternative
analysis step.
The four general alignment schemes include:
• Songhua River South Scheme: 342 km, including 5 km existing line; 20 stations to be built.
• Songhua River North Scheme: 354 km, 8 stations to be built
• Songhua River North Existing Passage Scheme: 377 km, 10 stations to be built
• Songhua River North Sraightening Scheme: 326 km, including 6.7 km existing line, 7 stations to be built.
Table XXX summarizes the advantages and disadvantages of the four general alternatives considering environment, social, economic, technical, implementation readiness, and comatibility with pronvincial planning. Based on the comparison, the following conclsions are reached.
• The Songhua River North Straightening Scheme is shorter and straightest scheme. However, there are few economic hubs along the alignment, and many major construction works which are complicated and costly to build
• The Songhua River North Existing Passage Scheme will pass many economic hubs. The passenger lines and freight lines can be separated in this passage to improve the service quality, but in this passage there is already BinBei Line and SuiJia Line which can meet the
basic passenger transport need along the lines. Meanwhile, this scheme can’t meet the passenger transport need of both sides of Songhua River, and its line is about 40 km longer than other schemes, which is disadvantageous in terms of travelling time and cost. In addition, the scheme will pass through Heilongjiang Jiajiao Wetland Nature Reserve, an environmentally sensitive area, and will cross Songhua River, so it’s not favorable from the point of view of environment protection.
• Songhua River South Scheme and Songhua River North Scheme will open a new transport passage. It is reasonable in terms of the railway network planning. Both schemes have the advantages of shorter length, simpler topography, less major works, more economic hubs along the line, better coordination with the local urban planning.
• Songhua River South Scheme has the advantages such as not crossing Songhua River, not crossing environment sensitive area, higher economic development level and passenger transport need along the line, compliance with the local government’s requirement for the alignment of the line, lower investment on project, less difficulty in project implementation. Therefore, the Songhua River South Scheme is the recommended general alignment scheme.
Figure 4-1 General Alignment Comparison of the HaJia Line
Table 4-1 Comparison of Four General Alignments
Scheme Advantage Disadvantage
SonghuaRiverSouthScheme
1. It has the shortest length and journey time besides the straightening scheme.2. The line is in parallel with Tongsan Highway, in accordance with the requirement of
local government for location of lines.3. The line is located in the coal chemistry industry planning zone which is one of the four
industrial planning zones of Heilongjiang Province, in accordance with the industrialplanning requirement of Heilongjiang Province.
4. The line is in coordination with the planning of cities at the south bank of SonghuaRiver, which helps the development of the citiesalong the railway line.
5. The line will neither cross Songhua River nor pass by important environment sensitiveregions, so it has no impact on the river traffic and flood control of Songhua River,satisfying the environment protection requirement.
6. Few major projectsalong the line, which iseasier for construction.
1. The line will crossTongsan Highway for four times.2. The introduction of Harbin Hub will cause large scale house
demolition project.
SonghuaRiverNorthScheme
1. There are two more major economic zones along this line than in Songhua River SouthScheme.
2. The line takes HaQi passenger line to connect Harbin Hub, avoiding the separation ofthe city. The demolition project scale is smaller and the construction is easier. Theexisting railway infrastructure can be well used.
3. The line will pass by the north of Songhua River, which is helpful for the developmentof Hulan District of Harbin.
4. The line is in coordination with the planning of cities at the north bank of SonghuaRiver, which helps the development of the citiesalong the railway line.
1. The new line is 7.24 km longer than that in Songhua River SouthScheme requiring an extra investment of 4.42 billion RMB.
2. The line passes by an environment sensible area which isHeilongjiang Jiajiao Wetland Nature Reserve.
3. The line crossesSonghua River.
SonghuaRiverNorthExistingPassageScheme
1. The line passes by some important economic areas such as Hulan District and SuihuaCity, which will help to attract passengers.
2. The line takes Haqi passenger dedicated line to connect Harbin Hub, avoiding theseparation of the city. The demolition project scale is smaller and the construction iseasier. The existing railway infrastructure can be well used.
3. The line is in coordination with the planning of cities along the line, which helps thedevelopment of these cities.
1. This line is the longest, 39.2 km longer than that in SonghuaRiver South Scheme. The journey time is the longest.
2. The orientation of the line isnot in accordance with the industrialplanning of Heilongjiang Province.
3. The main economic development areas in the service scope of theline are overlapped with those along HaJia Line, which doesn’thelp the development of other cities.
4. The line passes by an environment sensitive area which isHeilongjiang Jiajiao Wetland Nature Reserve.
5. The line will cross the forest areas in some sections. There aremany major projects such as bridges and tunnels.
6. The line will cross Songhua River, not in accordance with thecurrent environment requirement for construction.
SonghuaRiverNorthStraighten-ing
1. The line provides the shortest length and journey time.
1. The line passes by few economic development areas, which is nothelpful for attracting passengers and developing local economy.
2. The line passes by an environment sensitive area which isHeilongjiang Jiajiao Wetland Nature Reserve.
3. The line will cross Songhua River twice and most of the line will
Scheme cross forests and mountains. There are many major projects suchasbridgesand tunnels.
4. The line will cross Songhua River twice, not in accordance withthe current environment requirement for construction.
5. The introduction of Harbin Hub will cause large scale housedemolition project.
6. The route of the line is not in accordance with the industrialplanning of Heilongjiang Province.
4.3 Alternatives for sections and stations
Field surveys were conducted along the Songhua River South scheme to identify
environmental sensitive areas that could be potentially affected, including nature reserve,
scenic area, forest park, geological park, source water protection area and cultural relics,
as well as urban planning. There are 6 environmentally and social sensitive areas
identified, including Qinghua Relics, Chang’an Ancient Town, Sino-Japan Friendship
Forest, Qiaonan Relics, Mayi River Wetland Nature Reserve and Yilan County Drinking
Water Source Protection Area. Various alternatives were studied and the final proposed
alignment successfully avoided most of them. However, due to constraint on topography,
alignment curve and the necessity to access Yilan county, the Class II zone of Yilan
Drinking Water Source Protection Area will be impacted.
Alternative alignments for various sections and terminal/stations have been extensively studied, during which a comprehensive comparison was conducted to choose the optimal scheme in terms of environmental and social impacts, technical feasibility, and financial and economic benefits. Consultation with local governments and relevant authorities of environmentally sensitive areas were conducted and fully incorporated into the alternative selection process. Several key sections alternative comparison processes were summarized below.
4.3.1 Comparisons of access lines to and locations of Jiamusi Terminal
The HaJia Line ends at the city of Jiamusi. Two level of comparison was conducted during the feasibility study stage. Level I studies the access approach to Jiamusi, while Level II aims to study the optimal location of new east Jiamusi station based on the result of Level I comparison.
Level 1 Study
• Access to existing Jiamusi station scheme: the HaJia Line will be connected to existing Jiamusi station.
• Newly built Jiamusi passenger station scheme: a new Jiamusi Station will be built at the boundary of city planning area.
The access to existing Jiamusi station scheme was selected because due to the economics reason, as the newly built station will require development of a new green area, building a major bridge across the Songhua River (see Figure 4-2).
Level 2 Study (CK325+000 [HaJia Line] ~ AK166 + 200[JiaTong Line])
The introduction of HaJia Railway into Jiamusi Station will cause the outward movement
of local freight technical operation. A northern outer loop line for freight train will be
constructed as per the general planning. Considering Jiamusi local passenger and freight
transport system arrangement, existing equipment of East Jiamusi Station, renovation of
JiaTong Line, discharging location of the long-term northern loop line for freight wagon,
project of Jiamusi to JiaTong passenger link line, we compared the station location
schemes including renovation of East Jiamusi Station, building East Jiamusi Station in
new site and building new South Jiamusi technical operation station. The scheme
comparison scope is shown in the schematic drawing of location of Jiamusi Local
Technical Operation Station. (see Figure 4-3)
• Scheme I: Scheme of East Jiamusi Technical Operation Station
New East Jiamusi Station is located in the west of the existing station, the TuJia
Line will be renovated with parking yard and planned freight yard at one side of
the existing line to facilitate the fetch/load operation on the dedicated line. The
planned Jiamusi to JiaTong Passenger Line passes between the planned freight
yard and tatinium sponge dedicated line through overhead track. The north loop
line for freight wagons will cross the existing TuJia Line in the south of passenger
car refitting site and at the throat section of the new EMU parking yard, and will
get into East Jiamusi Station after discharging. JiaTong Line begins from the
south end of East Jiamusi Station, not crossing Tongsan Highway, turns east at
the north side of Tongsan Highway. See the schematic drawing of the location of
East Jiamusi Technical Operation Station.
• Scheme II: Scheme of building East Jiamusi Technical Operation Station in a new site
The new East Jiamusi Station will move southward compared with Scheme I. The
south end throat area of the station is adjacent to the highway. The station is close
to the existing line. The planned freight yard can use the free yard from Tatinium
sponge factory to highway. Jiamusi to Jiatong passenger line passes between the
parking yard and the planned freight yard through overhead track. The hump
shunting track is located at the south side of the highway. JiaTong Line and TuJia
uplink and downlink all use the existing archways in the bridge to cross the
highway. Tujia uplink will cross JiaTong Line after discharging to reach East
Jiamusi Station. The discharging of Tujia Line and JiaTong Line is located at the
south side of the highway.
• Scheme III: Scheme of new South Jiamusi Technical Operation Station
The new South Jiamusi Technical Operation Station will be built on the TuJia
Line to the south of East Jiamusi. As the vertical section conditions of existing
TuJia Line are bad between East Jiamusi Station and Changfatun Station, TuJia
Line will be renovated, removing existing Changfutun Station and build a new
South Jiamusi Station at the east side of Changfatun Station. The line between
Jiamusi Station and South Jiamusi Station will be transformed to double-track. In
the station, JiaTong Line will be connected with the JiaTong Main Line in the
direction of Jiamusi.
Comparison of the schemes
Comparison of the 3 schemes is summarized in Table 4-2. The scheme of building new
East Jiamusi Station in a new site is in accordance with the overall planning of the city
and can meet the need of short-term and long-term operations. The railway infrastructure
is concentrated, so it will occupy minimum of land. The titanium sponge factory is far
away, so there is less noise and pollution interfering the station. The north loop line for
freight wagons is in coordination with the planning of the city and easy to realize. There
is no interference with the new parking yard. Scheme I requires the minimum of
investment, but the long-term north loop line has big difficulties in realization. The
discharging of JiaTong Line and TuJia Line will seriously separate the regions to the
north of the highway and have big difficulty in realizing the longterm road planning of
the city. Considering the water and soil conservation, the scheme of building new East
Jiamusi Station will occupy the minimum of land, use the minimum of earthworks and
have the minimum impact on the environment and water and soil conservation.
Table 4-2 Comparison of East Jiamusi Station
Scheme Scheme of East Jiamusi Technical Operation Station Scheme of building East Jiamusi TechnicalOperation Station in a new site
Scheme of new South Jiamusi TechnicalOperation Station
Length of line 53.917 55.064 65.671
Length of bridge 26995 38277 37874
Length of tunnel 0 0 3240
Occupied area 214.33hm2 211.79hm2 234.79hm2
Earthwork 5331550 m3 4722790 m3 6682460 m3
Type of occupiedland and vegetation
Farmland vegetation Farmland vegetation Farmland vegetation
Compliance withplanning
1.The north loop line is in accordance with the overallplanning of the city and meets the local requirement ofoperation in short term and long term.2.The station isclose to the city. The fetch/loadoperation on dedicated line is in short distance.3.The north loop line for freight wagonscrosses the cityand causesa large scale house demolition project andhave big impact on the existing enterprisesand residentsalong the line.4.The discharging of JiaTong Line and TuJia Line willseriously separate the regions to the north of thehighway and have big difficulty in realizing thelongterm road planning of the city.
1.The line is in accordance with the overallplanning of the city and meets the localrequirement of operation in short term and longterm.2.The station isclose to the existing line and socan well use the existing railway land. Theplanned freight yard can use the free spacebetween tatinium sponge factory and thehighway. MuJia New Passage crosses theplanned yard. Here the concentration of therailway infrastructure helps to reduce the area ofoccupied land to minimum. The north loop linefor freight wagons is in coordination with theplanning of city, reduce the scale of housedemolition project and avoid the interferencewith the new parking yard.
1. The line is in accordance with the overallplanning of the city and meets the localrequirement of operation in short term and longterm.2. The north loop line for freight wagons is incoordination with the planning of city, reduce thescale of house demolition project and avoid theinterference with the new parking yard.3.The existing tracksand equipment of EastJiamusi Station can be kept and used for the localindustrial station.4. The station is far from city, so the plannedfreight transport will be in long distance.
Evaluation ofimpact onenvironment
Thisscheme requires more occupied land andearthworks, which hasbigger impact on environmentand water and soil conservation.
Thisscheme requires minimum occupied landand earthworks, which has minimum impact onenvironment and water and soil conservation.
Thisscheme requires maximum occupied land andearthworks, which has maximum impact onenvironment and water and soil conservation.
Figure 4-2 Access to existing Jiamusi Station Scheme (Recommended)
Figure 4-3 Location of East Jiamusi Station
4.4 Analysis of the project’s compatibility with related planning
4.4.1 Analysis of coordination with railway network planning
As per the Medium-term and long-term railway network planning of China (adjusted in
2008), Heilongjiang Province will build a railway passage between Harbin and Jiamusi to
improve the railway network in East and Central regions. It will be an important part of
North-East railway rapid passenger transport network and the extension of HaDa passenger
dedicated line toward the North-East region of Heilongjiang Province. The project will reduce
the time and space distance from Harbin to Jiamusi, even to Tongjiang, Shuangyashan and
Hegang. It will become the most convenient passenger transport passage from the North-East
region of Heilongjiang to Harbin and Inside Shanhaiguan Pass.
Currently, the construction of HaDa and HaQi passenger dedicated lines has started. HaMu
passenger dedicated line and MuJia new passage are under planning. After this project is built
up, a rapid passenger transport network will be formed in Heilongjiang region and connect,
through HaDa passenger dedicated line, with all the railway passenger dedicated networks. It
permits the rapid passenger transport network to reach all the regions in Heilongjiang and
extend the coverage radius of the rapid passenger network. This network will make full use of
the impacts of passenger dedicated lines and meet the need for rapid intercity passenger
transport along the railway lines. The realization of this project will greatly reduce the time
and space distance between North-East to Harbin and Inside Shanhaiguan Pass, help to
improve the development of Harbin city circle and accelerate the urbanization along the lines.
The project is significant for pushing the win-win cooperation of North-East regions and
accelerating the regional economic integration.
See Figure 4-4 “Schematic Drawing of Medium-term and long-term railway network
planning (adjusted in 2008)”.
Figure 4-4 Schematic Drawing of Medium-term and long-term railway network planning (adjusted in 2008)
4.4.2 Analysis of coordination with local traffic and economic development planning
At present, HaJia passage is attracting the passengers from the prefecture-level cities of
Heilongjiang Province such as Harbin, Jiamusi, Shuangyashan, Hegang and Yichun.
There is a frequent people flow and a great potential need for passenger transport. In
2007, the existing HaJia railway line transported 7.29 million people (in single direction),
only after HaDa, ShenShan(QinShen) and HaQi lines in North-East regions.
Table 4-3 Passenger flow density (in single direction) of existing HaJia line in different years (Unit: 10,000 people)
Section 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007
Harbin-Suihua 506 537 532 511 505 525 558 512 769 628 693 729
Suihua-Nancha325 361 330 309 298 287 341 298 362 388 427 453
Nancha-Jiamusi235 265 235 232 228 214 257 215 407 295 331 347
The existing railway transport system are already not able to meet the need of the rapid
development of regional economy. It is in urgent need to improve the railway transport
capacity and quality.
The realization of HaJia passenger dedicated line will bring breaking progress of the
regional traffic infrastructure and it is significant for establishing and improving a
modern comprehensive transport system which is unblocked and convenient and
effectively combined with various modes of transport in the passage. The realization of
this project will strengthen the economic links among the cities along the railways and
help the mutual complementation and harmonious development of all the cities in capital,
resources, technology and talents. It will have very deep impact on the realization of
industry cluster, resources assignment and profound integration within the passage and
become an important traffic passage with remarkable connecting impact within the
region.
In addition, this line passes by some regions with beautiful natural scenary in northern
China style. But when the tourist economy is growing faster and faster, the tourism along
the line is waiting for development due to the lack of the important engine of “convenient
traffic”. The realization of this project will open a rapid transport passage in HaJia region
for the tourists and reach the whole country by connecting with adjacent passenger
dedicated networks. It will greatly help to develop the tourist resources along the railway
to attract the tourists and make the regional tourism greater and stronger.
The forecast annual passenger flow density on HaJia passenger dedicated line is given in
Table 4-4.
Table 4-4 Forecast of passenger flow on HaJia passenger dedicated line(in single direction) Unit: 10,000 people
Passenger flow density (10,000 people)
Year 2020 Year 2030 Sections
Total Intercity Long distanceTotal Intercity Long distance
Harbin-Binxian 1717 837 880 2328 1039 1289
Binxian-Fangzheng1635 755 880 2237 948 1289
Fangzheng-Yilan 1584 704 880 2172 883 1289
Yilan-Jiamusi 1528 648 880 2097 808 1289
Consequently, this project will greatly push the development of local traffic and economy
and is in coordination with the traffic and economic planning of the cities along the line.
4.4.3 Analysis of coordination with the planning of the cities along the line
Coordination with overall planning of Harbin
Harbin is the capital of Heilongjiang Province, a famous historical and cultural city, a
modern center city in the north of North-East China in economy, politics, trade, science
and technology, information, culture and tourism. The population in city center is 3.47
million and the overall city planning forecasts 4.60 million till 2020 (1.1 million in the
north of Songhua River). The spatial layout is an open city spatial structure with multiple
centers described as “One river, two cities (south of river and north of river), nine groups,
eighteen clusters”. The future city spatial development strategy is “to develop
North(north of Songhua River, both banks of Hulan River), to expand West(Qunli and
Haxi New Area), to extend South(develop bungalows), to optimize East(maily industry),
to improve Center(commerce, trade, finance, information, conferences and exhibitions)
and to communicate with outside”.
In the project, the line begins from Harbin Station. The existing Binjiang Line and
Jiangnan Line are rebuilt till Taiping Bridge. The new line passes a corner of the planned
Thermal Power Plant of Harbin, goes northward and then turns to east. The project uses
the existing Binjiang Line to connect Harbin Station so as to reduce the cutting of the
urban area. The project is in accordance with the overall planning of Harbin city,
harmonious and compatible. The Urban and Rural Planning Bureau of Harbin agreed on
the itinerary of this line in Harbin with Haguicheng[2010]No.53 document – Report of
opinions about the selection of location of the Harbin urban section of HaJia passenger
dedicated line.
Figure 4-5 Sketch map of the planned HaJia railway project and overall planning of Harbin
Analysis of coordination with overall planning of Bin County
It is planned to build Bin Countyinto a major industrial function area of Harbin.
Production and manufacturing, recreational tourism, special agricultural trade and
transport are the main town functions of Binxian District.
The planned HaJia railway project passes by the north of urban area of Bin County(not
introduced into the existing areas). According to the overall planning of Binzhou Town of
Bin County(2006-2020) – Land Development Planning, this area is classified as Level-4
and Level-5 control area and planned for the purpose of Level-3 housing land as well as
commercial, financial and warehouse purpose. So the existing areas of the city will not be
separated, the pollution sources for ecological system and noise will not be expanded.
The boilers in the station are in accordance with the emission regulation and the sewage
of station is treated by the Sewage Treatment Plant. So the planned project doesn’t have
big interference with the overall planning of Binxian District. In addition, the planned
project passes by the Level-3 housing land. We propose that the noise and vibration
reduction measures shall be taken when this housing land is put into construction in the
future.
Figure 4-6 Sketch map of the planned HaJia railway project and overall city planning of Binxian District
Analysis of coordination with overall planning of Fangzheng
As per the Overall city planning of Fangzheng (2004-2020), the nature of Fangzheng
Town is the political, economic and cultural center of the district, an ecological garden
city specialized in green food, deep manufacturing of forest products and tourism.
The planned HaJia railway project passes by the north of Fangzheng but does not reach
the planned urban area, about 2.5 km away from the District. Fangzheng city overall
planned area is located in the south of the planned railway project. So the planned project
has not big interference with the overall city planning of Fangzheng District. See Figure
4-7.
Figure 4-7 Sketch map of the planned HaJia railway project and Fangzheng city overall planning
Analysis of coordination with overall city planning of Yilan County
According to the overall planning of Yilan County, the urban area of Yilan is
concentrated in the north of Songhua River, between Woken River and Mudan River near
Songhua River. The south and south-west of Yilan County is planned for industrial and
warehouse purpose.
The planned HaJia railway project passes by the south-west corner of Yilan County.
According to the overall planning of Yilan, this area is part of the warehouse land. The
project will not cause new split of the urban area and will not expand the pollution
sources for econology and noise pollution. The boilers in the station are in accordance
with the emission regulation and the sewage of station is treated by the Sewage
Treatment Plant. Consequently the planned project is in accordance with the overall
planning of Yilan County. See Figure 4-
8.
Figure 4-8 Sketch map of the planned HaJia railway project and overall planning of Yilan
Analysis on coordination with overall planning of Jiamusi
The planned project will cross Tongsan Highway atill the reserved New Jiamusi Station.
Then the line will go along the reserved passage in Jiamusi city till the destination of the
existing Jiamusi Station.
The planned HaJia railway project will pass by the south of the planned urban area of
Jiamusi by means of Jiamusi Great Bridge, and turn northeastward at Wanfatun and go
along the existing railway line. This project will not cause new split of the urban area.
The areas along the line is the passage reserved to railway, so it will not cause new split
of the urban area and will not expand the pollution sources for econology and noise
pollution. The boilers in the station are in accordance with the emission regulation and
the sewage of station is treated by the Sewage Treatment Plant. Consequently the planned
project is not in conflit with the overall planning of Jiamusi.
In the Jiaguicheng[2010]No.12 document – Demand for opinion on the preliminary
selection of location for Harbin-Jiamusi railway passenger dedicated line project, Jiamusi
Planning Bureau indicates that the HaJia passenger dedicated line project is located
within the scope defined by the overall planning of Jiamusi. The nature of project,
location of stations, itinerary of the line are in accordance with the related requirements
of the overall urban planning.
Figure 4-9 Sketch map of the planned HaJia railway project and overall planning of Jiamusi
4.5 Summary of the alternative analysis
In this design stage, the concept of environment protection is always in our mind during
the whole design procedure of the project. When we select the route schemes, we tried to
avoid and reduce the impact on the environment sensible areas along the line in order to
ensure the environment feasibility of the route. After investigating the environment
sensible areas within the route selection scope, the line avoids the important econological
and social environment sensible areas along the line such as Mayi River Wetland Nature
Reserve (9km away from the border of experimental zone of the Reserve), Qinghua
Ancient Ruines, Changan Old City, Sino-Japanese Friendship Garden, Qiaonan Ancient
Ruines. But limited by the conditions such as topography, radius of curve and the need of
introducing Yilan County into the scope, the project will still cross the Level-2 Reserve
for the source of drinking water of Yilan County.
According to the function of this railway passenger dedicated line, the spatial layout of
Jiamusi and the distribution of the economic development areas of Binxian, Fangzheng
and Yilan, the itinerary of this line is reasonable from the point of view of economic
development areas. The line is in coordination with the planning of the cities along the
south bank of Songhua River and helps the development of the cities along the line. The
line is in parallel with Tongsan Highway, which is in accordance with the requirement of
local government for the location of the line. The line will not cross Songhua River, so it
has small impact on the traffic and flood protection of Songhua River. The line will not
passes by important econology sensible areas and cultural relic protection units.
In brief, the route is reasonable.
5 Environmental Baseline
5.1 Natural Environment
5.1.1 Landform
HaJia Railway is located in the northeast of Heilongjiang Province. The topography
along the railway line is mainly alluvial plain, low mountains and hills. From Harbin to
Binxian is mainly the alluvial plain of Songhua River, from Binxian to Jiamusi mainly
hills. Jiamusi is located in the northern edge of Sanjiang Plain at the altitude of 100m
~500m.
Alluvial plain Low mountains and hills
5.1.2 Hydrology and river system Groundwater
Because of different types of topography and sedimentation along the railway line, there
are various types of groundwater. In the river valley flat area near Songhua River, Mayi
River, Feiketu River and Mudan River accumulate stratums of Pleistocene series, upper
Pleistocene series and Holocene series. As there isn’t stable aquiclude between stratums,
a unified quarternary system of water-content rock formation was formed to conserve the
pore water. The flood plain of the river has thicker water-content layer with loose
granules, good water permeability and strong watery. The water inflow per well is
1000~5000 m3/d and the buried depth of the groundwater level is not deep. The supply
and drainage both depend on the river. The groundwater level is normally 2.0~50.3 m
underground.
In the hills area are distributed a large area of granite, Metamorphite series and
sedimentary rocks where the bedrock fissure water is mainly conserved. The supply is
from atmospheric precipitation. The groundwater level is buried very deep at about
11.0~38.5 m underground. The water level in some concave section is buried more
superficial at 2.3~3.6m underground.
Surface water
The water system along HaJia railway line belongs to Songhua River water system. In
Songhua River South Scheme, there are several larger rivers such as Mudan River,
Woken River, Mayi River, Big Luomi River, Small Luomi River, Demoli River and
Feiketu River. In Songhua River North Scheme, there are several larger rivers such as
Hulan River, Piao River, Shaoling River, Mulanda River, Baiyangmu River, Chalin
River, Wulahun River, Xibei River, Dagudong River, Xiaogudong River, Balan River
and Tangwang River, and many medium and small rivers and irrigation canals criss
cross.
Now we describe the main rivers passed by the project as follows:
Ashi River
Ashi River basin is located at the south bank of Songhua River. Ashi River is the first-
level tributary of Songhua River, originating from Jianshan Rock of Maoershan Town of
Shangzhi, flowing through Shangzhi, Wuchang, Acheng, Harbin, and flowing into
Songhua River near Harbin Cement Plant. Main stream of Ashi River is totally 213 km
long with a river basin area of 3581 km2. Ashi River develops a good river system and
have many tributaries. Its main tributaries include Liushu River, Liangjia Channel, Fanjia
Channel, Huaijia Channel, Small Yellow River, Dongfeng Channel, Dashitou River and
Haigou River. Ashi River is a mountain river with rich water yield in summer but frozen
and almost cutoff in winter. The ice period is from mid-November to the first third of
April of the next year.
This project is located at the tidal mouth of downstream of Ashi River. This section of
river becomes zigzag from Xiaosanjiazi and is naturally divided into two branches
eastward and westward at Huangjiaweizi below the entrance of Dongfeng Channel. They
cross four bridges at Hatong Road and Cement Plant Road and flow into Songhua River
respectively. The levee of both banks of the tidal mouth section is the backwater dyke.
The distance between the dykes of both banks is 2.5~3.0 km.
The discharge rate of this river section when the water rise to the same level as the banks
is 551m3/s. For the sections above the backwater dyke of Songhua River, the flood stage
at 20-year frequency of the section with dyke is close to the top of dyke, while the flood
will be overbank at the section without dyke. The flood stage at 50-year frequency is at
the same level as the roads along the banks and the main irrigation canals. The flood
protection standard of the banks of backwater dyke section of Songhua River is higher:
the Huagong Dyke of left bank can resist a flood of Songhua River at 50-year frequency,
while the Dongfeng Dyke of right bank can resist a flood of Songhua River at 20-year
frequency.
There are many industrial and mining enterprises along Ashi River, so a lot of industrial
waste water flows into the river, which causes serious water pollution. The downstream
tributaries of Ashi River, where the vegetation is in bad condition, are mostly intermittent
rivers. The sources of some rivers are even the drainage of the factories.
Within the bridge section, the centenary flow rate of the catchment area of Ashi River is
2037 m3/s.
Feiketu River
Feiketu River is the first-level tributary at the right bank of Songhua River, originating
from northeast of Diaoshui Lake Ridge, its river basin at the north end of Zhangguangcai
Mountain Range, its upstream splitting with Ashi River in north-south direction. From
the source, it flows northward to Linglong Mountain and turns to northwest, then flows
westward slowly at Erlongshan Reservoir, then turns to northwest again after Binxi and
flows into Songhua River at Tangfang Laoshantou.
The area of river basin is 1057 km2, of which 887.15 km2 in Binxian. The center line of
the river is 78.6 km long, and the straight line is 67.6 km long.
The larger tributaries of Feiketu River include: Dasheli River, Xiaosheli River at left
bank, Deyuanheng Channel, Dijuzi Channel, Tangfang Channel, Shuiquan Channel at
right bank. In dry season, this river has little runoff, but there are many runoff in spring
and summer flood periods.
Figure 5-1 Position of Erlongshan Reservoir, Tongsan Highway and railway bridge
Erlongshan Reservoir is located at upstream of Feiketu River, in south of HaTong Road,
6 km from Binxian. The basin area controlled by the Reservoir is 275.5 km2, reservoir
capacity is 94 million m3. The standard of the Reservoir is designed for resisting flood of
50-year frequency, corrected as per the resistance to flood of 500-year frequency. It is a
comprehensive and adjustable reservoir mainly for irrigation and flood control and
combined with fish-farming and electricity generation.
Binzhou River
Binzhou River is a tributary of Hailihun River, originating from north of Beishan
Mountain Rocks. The controlled river basin area at the railway bridge is 37.61 km2. It is
13.8 km long. Its centenary flow rate is 133.77m3/s. The tributary of Binzhou River at
CK161+300: upstream basin area at the bridge location is 9.2 km2, and flow rate is
52.07m3/s
Hailihun River
It originates from Hailihun Mountain of Datong Village of Xinli Town. It flows through
four counties which are Xinli, Binzhou, Niaohe and Minhe and flows into Songhua River
at Bin Village of Minhe Town. Hailihun River is totally 43.3km long and the river basin
area is 326 km2. Its main tributaries include Binzhou River and Jiangshuidian Channel.
The controlled basin area within the bridge section is 83.4 km2 and 18.9 km long. Its
centenary flow rate is 228.07m3/s.
Mashe River
Mashe River originates from Gaotai Village of Sanbao Town. It flows through four towns
which are Sanbao, Binan, Jingjian and Xindian and flows into Datong River at Xinmin
Village of Binan Town and then into Songhua River. Mashe River is totally 33.3km long
and its river basin area is 344 km2. Its main tributaries include Erdao Channel, Toudao
Channel, Kongxin Channel, Yuanbao Channel, Caishen Channel and Xiaosanxing
Channel. The controlled river basin area within bridge section is 119.08 km2 and 14.3km
long. Its centenary flow rate is 289.54 m3/s.
Jiaban River
Jiaban River is totally 53.5 km and its river basin area is 950 km2. Its main tributaries
include Hengdao River, Tangshi River, Chaoyang River and Shidong River. The
controlled river basin area within bridge section is 511.73 km2 and 39.5 km long. Its
centenary flow rate is 769.03 m3/s.
Taoqi River
Taoqi River originates from Taiping Mountain of Shengli Town of Binxian. It flows
through two towns Shengli and Xindian and flows into Songhua River at Yuquan Village
of Xindian. Taoqi River is totally 47.7 km long and its river basin area is 311.3km2. Its
main tributaries include Heimalu Channel, Chengqianglazi Channel, Luoquan Channel,
Hama Channel. The controlled river basin area within bridge section is 169.94 km2 and
24.6 km long. Its centenary flow rate is 367.44 m3/s.
Mayi River
Mayi River originates from the southeast side of Hufeng Ridge of Laoye Mountain in
Shangzhi District at the north end of Wandashan Mountains. Its trunk stream gathers
several steams from the mountains and flows through Shangzhi District and Yanshou
District. It gathers Daliushu River at 49.3 km from the river mouth and goes into
Fangzheng District with Yanshou District at right bank. It flows northeastward along the
border of Yanfang District and gathers Dongliangzhu River from right hand at 32 km
from the river mouth. The two rivers flow into Fangzheng District. Its trunk stream flows
toward northeast and gathers Tongzi River from left and Shitou River from right at 25 km
from the river mouth, then it gathers Huangni River from right at 20km from the river
mouth, cross HaTong Road, finally flows into Songhua River in the east of Xinsheng
Village of Tianmen Town and in the west of Laolonggang of Songnan Town. The river is
totally 341 km long, in which 49.3km is in Fangzheng District. The total river basin area
is 10727 km2. The tributaries include at left bank Shitou River, Huangni River, Weisha
River, Niannu River, Liangzi River, Xiliushu River, Dongliushu River, Taipingchuan
River, Daliushu River, Tongzi River, and at right bank Dahuangni River, Shitouhezi
River, Wujimi River, Dongliangzhu River, Shitou River and Huangni River.
Lianhua Hydrologic Station of Mayi River is located at 20km upstream from the river
mouth. The controlled river basin area is 10425km2. At medium and high water level, the
maximum width of water surface is 260~1900m, maximum depth of water is 2.6~6.0m,
maximum flow speed is 1.3~2.2m/s. At low water level, the maximum width is 145m,
maximum depth is 1.3m, maximum flow speed is 1.1m/s. According to the documents
collected from Harbin Hydrologic Station, the centenary flow rate at Lianhua Hydrologic
Station is 6520m3/s. The historic maximum flood flow rate is 4060m3/s and the
corresponding flood level is 100.18m. The frequency of flood is every 30 years.
Daluomi River
Daluomi River originates from north side of Zhangguangcai Mountain and flows from
south to north. It flows into Songhua River at 1km from west of Daluomi. Its total length
is 42km and the river basin area is 491km2. Its main tributaries include Xiangshui River,
Dazhujuan River, Yaochuan River (Xiaohuangni River).
Xiaohuangni River, called Yaochuan River too, is a tributary of Daluomi River. Its total
length is 19km and its river basin area is 81km2. It flows into Daluomi River at 2km
upstream from the river mouth of Songhua River where it gathers Daluomi River.
Xiaoluomi River
Xiaoluomi River originates from north of Zhangguangcai Mountain. The altitude of river
source is 560m and the altitude of river mouth is 121m. It flows from south to north and
flows into Songhua River at 1km south to Dagaoleng and 3km downstream from the
railway bridge. Its total length is 52km and its river basin area is 419km2. Xiaoluomi
River crosses mountains and its tributaries are small. Its main tributary is Wugu River.
The river basin area upstream from the bridge is 412km2, 49km long and the centenary
flow rate is 682.44 m3/s.
Figure 5-2 Layout of Songhua River, Daluomi River, Xiaohuangni River, Xiaoluomi River
Mudan River
Mudan River is a larger tributary at right bank of downstream of Songhua River. It
originates from Mudan Ridge of Changbai Mountain and flows from south to north
through Dunhua, Ningan, Hailin, Mudanjiang, Linkou, Yilan, and flows into Songhua
River at Yilan County of Heilongjiang Province. The total length of Mudan River is
725km and the area of river basin is 37600km2. The shape of river basin is like a band in
south to north direction and crossing Jilin Province and Heilongjiang Province. The river
is located at 127°32 -130°45 E and 43°00 N. There are many high mountains but few flat
in the river basin. The mountains represent 89% of the total area and the flat 7.7%. The
land is higher in the south and lower in the north, distributed between 300 and 1100m
altitude. The average altitude of the river basin is 528m. The river basin is near Muling
River in the east, Tumen River in the south, Zhangguangcai Mountain, Lalin River and
Mayi River in the west, main stream of Songhua River in the north.
Mudan River is a mountain river flowing through the band of valley between
Zhangguangcai Mountain and Laoye Mountain. The topography changes greatly: narrow
valley upstream and U valley downstream, width between 400-500m. There are 7 larger
tributaries: Sha River, Zhuerduo River, Mayi River, Hailang Rier upper than Mudanjiang
city, Wuhulin River, Sandao River and Wusihun River lower than Mudanjiang city. The
tributaries are distributed evenly at both sides of the main stream.
This project is located at 1km from where Tongsan Highway crosses Mudanjiang Great
Bridge. The span of the river at the location of bridge is about 500m. The section of the
river is in U form and there is cobble river bed and scouring phenomenon. The main
channel bends at the location of bridge. There is running water but no plant in the main
channel. Cobble river bed with a coefficient of roughness of 0.026. The flood plain is
about 150~300m wide, normally no water, maximum average depth of water about 4m.
There are arable land, sand quarrying pit and flood control forest. The soil is sandy soil
with a coefficient of roughness of 0.06. At right bank of the river is a flood dam in soil
texture. The top of dam is about 6.5m wide where can pass large-scale sand truck. The
centenary flow rate is 14670 m3/s.
The flood control project of Mudan River mainly consist of a reservoir project and a
levee project. There are now in Mudan River basin 28 large, medium and small
reservoirs, in which 3 large reservoirs, 6 medium ones and 19 small ones. The existing
medium and small reservoirs are mostly reservoirs with problems or risks which are
useless for the flood control of the main stream. Among the large reservoirs,
Huashuchuan Reservoir is in risk and its control area is only 505km2, so it’s useless for
controlling the flood of downstream. Jingbohu Reservoir plays certain adjusting role to
the medium and small flood, but has little adjusting impact on big flood. Lianhua
Reservoir has no flood control capacity, so it discharges all the flood of below 50-year
frequency, but has little adjusting impact on the flood of 50-year frequency and above.
The levee of the main river channel crossed by Mudan River Great Bridge is the
backwater levee of Mudan River.
Woken River
The area of river basin of Woken River is 11630km2 in which the area of main stream is
6242km2.
Woken River is first-level tributary at right bank in the middle of Songhua River. It is
located in the east of Heilongjiang Province and originates from northwest of Wanda
Mountains, composed by many small mountain streams and springs. It flows into
Songhua River at 1km east to Yilan County. The river is 305km long, the average
gradient is 0.59% and the river channel bending coefficient is 1.5. The tributaries of
Woken River are densely distributed. The tributaries at right bank are larger, including
Wajinbie River, Qibahuli River, Songmu River, etc. The tributaries at left bank are
smaller, including Qiezi River, Qitai River, Xiaowuzhan River, Nianzi River, Lianzhu
River, Jixing River, etc. There are about 16 tributaries with an area of river basin above
100km2. The river bed of the main stream and the tributary are dissected superficially.
The river channels are mostly in groove profile and are wide and superficial.
The main river channel is in obvious ladder shape wide of 80m, deep of 0.5m with
scouring phenomenon. There is running water but no plant in the main channel at the
location of bridge. The river bed consists of stones and mud. The coefficient of roughness
is 0.026. At the side of shorter milage, the flood plain is 100m wide, normally no water,
maximum depth of water is 3m, there are arable land and sand quarrying pit. The soil is
sandy soil with a coefficient of roughness of 0.06. At the side of longer milage, there is
dense vegetation which are grassland and forest. At the location of bridge, the river
channel bends and the bridge is located at the turning of river channel. The centenary
flow rate of the river at the position of bridge is 3660m3/s.
The main stream and the tributary of Woken River Basin will be frozen in winter and
become frost-bound before and after January.
The documents collected from Woken Station (1961-2006) show that in drift ice period,
maximum water level is 130.02m and minimum water level is 128.19m.
Songhua River
Songhua River is one of the seven large rivers of China. It has two sources in south and
north. Its northern source is Nenjiang River originating from Yilehuli Mountain of
Daxinganling. Its southern source is the second Songhua River originating from Tianchi
of Changbai Mountain of Jilin Province. The two rivers flow together at Sancha River
and are called Songhua River. Songhua River flows eastward till the border between
China and Russia and into Heilongjiang Province. Nenjiang River is 1370km long while
the second Songhua River is 958km long. Songhua River is 939km long.
Songhua River flows through Inner Mongolia, Heilongjiang Province and Jilin Province.
It is 920km long from east to west, 1070 km wide from south to north. The area of river
basin is 542000km2 representing 44.8% of the total area of North-East region.
Songhua River is wide and superficial river in plain. There are many distributaries,
sandbanks and flood plains in the center of river. The river network at both banks of the
main stream is very developed with a lot of tributaries. From the mouth of convergence,
from above down, the tributaries at right bank include Lalin River, Mayi River, Mudan
River and Woken River, and at left bank include Hulan River and Tangwang River.
This railway line is in the territory of Fangzheng, at south bank of Songhua River. Their
distance is the shortest at this position. In the territory of Fangzhen, the main stream of
Songhua River flows from west to east till 2km north-west to Liuhe Village, Xinan
Township of Fangzheng District. It flows through the northern borders of the five
townships which are Xinan, Tianmen, Songnan, Yihantong and Daluomi and enters into
Yilan County at Shahezi Coal Mine of Daluomi Township. The length of Songhua River
within Fangzheng District is 114km. There are Wangjianglou Pier, Fangzheng Port,
Gaoleng Pier and Shahezi Port Office at the river banks in Fangzheng. The land at upper
end and lower section of the river bank is higher. The middle section is the alluvial plain
delta of Mayi River. The bank is convex. It forms a concave bank at Daxingtun at the
upstream and Demoli of Yihantong River at downstream. Songhua River is open every
year in the middle to the late April and closed late of November. It is open to navigation
in unimpeded period. The upstream connects Tonghe, Mulan, Bayan and Harbin. The
downstream connects Yilan, Jiamusi, Fujin and Tongjiang. There are frequently
passenger and merchandise vessels coming and going to transport passengers and woods,
coal, etc. It is an important water passage to connect Fangzheng with outside.
Tonghe Hydrologic Station is located at left bank in the middle section of Songhua River
within Fangzheng District. According to the record of Songhua River’s hydrology
between 1935 and 1985, when the Songhua River is at middle and high level at this
station, the maximum width of water surface varies between 1500 and 5500 m, the
maximum depth of water 7.3~10.4 m, the maximum flow speed at 1.2~1.7m/s. During
dry season, the maximum width of water surface is 500mm and the maximum depth of
water is 2.4m.
The characteristics of the main rivers along the railway line are given in Table 5-1.
Table 5-1 Characteristics of main rivers along railway line
Mileage of railway line River Centenary flow rate
m3/s
Centenary water level
m
Designed flow rate
m/s
CK3+600-CK5+600 Ashi River 2037.0 116.57 2.57
CK36+520.00 Feiketu River 1400.19 145.007 2.95
CK66+736.50 Hailihun River 228.07 151.725 2.63
CK81+580.00 Mayi River 289.54 136.738 3.10
CK90+743.60 Jiaban River 769.03 140.298 2.86
CK163+770.00 Mayi River 6520 112.710 2.07
CK201+250.00 Daluomi River 526.9 10.381 1.23
CK206+450.00 Xiaoluomi River 682.44 104.981 2.26
Mileage of railway lineRiver Centenary flow rate
m3/s
Centenary water level
m
Designed flow rate
m/s
CK249+550.00 Mudan River 14670 101.802 4.13
CK254+230.00 Woken River 3660 99.992 2.97
Note: The rivers above-mentioned in the table are mainly those whose centenary flow
rate is above 200m3. The centenary flow rate of other rivers are all very small, so not
described here.
The photos of the main rivers along the railway line are shown below:
Ashi river Jiaban River
Halihun River Taoqi River
Mayi River Xiaohuangni River
Mudan River Daluomi River
Demoli River Feiketu River
Xiaoluomi River Woken River
5.1.3 Meteorological Characteristics
This region belongs to temperate zone with humid continental climate. The area that the
railway line passes by is controlled by artic continental air mass in winter, so it is
freezing and dry. In summer it is affected by subtropical maritime air mass, so the climate
is hot and rainy. In spring and autumn, due to the alternative winter monsoon and
summer monsoon, the climate is variable. In spring, there are a lot of gales, little
precipitation evaporating fast and frequent drought. In autumn, cold wave often attacks
this area with sudden drop of temperature and frequent frost injury. It is classified as
severe cold area according to the classification of climate zone affecting railway projects.
As the temperature drops fast in winter, the moisture content forms the zone of
accumulation. In spring, the temperature increases slowly, so the infiltration of moisture
content is not easy, which is unfavorable to the strength and stability of the roadbed. So
the depth of fill of the roadbed shall be ensured to avoid ice accumulation and expanding
of the ground water in winter and the roadbed shall meet the frost resisting requirement to
avoid the disasters such as ice expanding and water seepage.
The principal meteorological factors of the main cities along HaJia Line such as Harbin,
Binxian, Fangzheng, Yilan and Jiamusi(1979~2008) are given in Table 5-2.
Table 5-2 Principal meteorological factors of weather station
City
Item Harbin Binxian FangzhengYilan Jiamusi
Mensal extreme high
temperature for years
( )39.2 36.6 36.8 37.8 38.1
Mensal extreme low
temperature for
years( )-37.7 -35.7 -38.6 -36.1 -39.5
Mensal average
temperature for
years( )4.7 5.3 4.2 4.3 4.3
Average relative
humidity for years(%) 64 62 71 68 65
Average precipitation
for years(mm) 537.5 504 532 488.2 469.3
Average evaporation
capacity for years(mm)1454 1524 1117.9 1272.3 1106.1
Maximum depth of 24 30 50 42 45
snow(cm)
Average wind velocity
for years(m/s) 3.1 3 2.9 3.5 2.7
24.7 21.7 23 33 25.5 Maximum wind
velocity(m/s) and wind
direction for years SW WNW SW WSW SW
Most frequent wind
direction for years SW�S�SSWWNW�SSWSW�WSWSW�WSWSW�WSW
According to the meteorological documents(1979~2008) and investigation documents,
the maximum frozen depths of the soil along the railway line are classified in Table 5-3.
Table 5-3 Table of classification of the maximum frozen depths of the soil along the railway line
Section Maximum frozen depth (m)
BJCK0+000�CK256+000 2.05
CK256+000�CK338+600 2.20
5.1.4 Formation lithology and geologic structure Formation lithology
The exposed stratums along the railway line include Quaternary Holocene series artificial
accumulative formation(Q4ml), Quaternary Holocene series alluvium(Q4al), Quaternary
Holocene series alluvium(Q4al+pl), Quaternary upper Pleistocene alluvial proluvial
stratum(Q3al�pl), Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl),
Quaternary mid Pleistocene alluvial proluvial stratum(Q2al+pl), Quaternary mid
Pleistocene talus-pluvial stratum(Q2dl+pl), late Tertiary (E) mudstone, sandstone,
Cretaceous upper series(K2) tuff, lower series(K1)mudstone, sandstone, conglomerate,
Jurassic mid series(J2) basalt, Proterozoic(Pt) gneiss, griotte and intrusive rock of
Yanshannian Period( 5) and Variscan Period( 4).
The stratums are described as follows:
Quaternary system(Q)
Holocene series artificial accumulative formation(Q4ml) is mainly composed by miscellaneous fill
and plain fill.
Quaternary Holocene series alluvium(Q4al) is mainly composed by silty clay, rough
angle gravelly soil and rough round gravelly soil. It is distributed in the riverbed, flood
plain and first-level terrace at both sides of Songhua River and its tributaries. It is the
alluvial deposit of the river.
Holocene series alluvium(Q4al+pl) is mainly composed by silty clay, clay, silt, fine sand,
medium sand, grit and gravel sand.
Upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty clay, clay,
silt, fine sand, medium sand, grit, gravel sand, fine round gravelly soil, rough round
gravelly soil, fine angle gravelly soil, rough angle gravelly soil, cobbly soil. It is
distributed in the second level terrace at both sides of Songhua River and its tributaries.
Quaternary upper Pleistocene talus-pluvial stratum(Q3dl+pl) is mainly composed by silty
clay and clay.
Mid Pleistocene alluvial proluvial stratum(Q2al+pl) is mainly composed by silty clay,
clay, silt, fine sand, medium sand, grit and gravel sand. It is distributed in the third level
terrace at both sides of Songhua River and its tributaries.
Quaternary mid Pleistocene talus-pluvial stratum(Q2dl+pl) is mainly composed by silty
clay and clay.
Late tertiary system(E)
Dingshancun Fm (Eds) is mainly composed by mudstone, sandstone, conglomerate. It
is distributed in Binxian.
Tertiary Dalianhe Fm (Edl) is mainly composed by mudstone. It is distributed in
Dalianhe Township.
Cretaceous system (K)
Upper series (K2) is mainly composed by tuff. It is distributed between Yilan and
Jiamusi.
Lower series (K1) is mainly composed by mudstone, sandstone and conglomerate. It is
distributed in Binxian at right bank of Songhua River and in the eastern mountains area
of Binxian.
Jurrasic mid series (J2)
Basalt: tawny, weakly weathered, cryptocrystalline texture and blocky structure, 0�>3m
thick. Scattered distribution.
Proterozoic(Pt)
Gneiss >10.0m thick and mainly distributed in the east of Woken river.
Yanshannian Period( 5) Granite: tawny, fleshred, completely weathered ~ highly weathered, granular structure,
blocky structure, core in form of sand, fragment, short column, normally 10~20cm long,
thickness of layer >10m. It is mainly distributed in the rolling terrain along the railway
line from Binxian to Fangzheng. Scattered distribution of diabase.
Variscan Period( 4) Granite: tawny, brown yellow, taupe, fleshred, completely weathered ~ weakly
weathered, 0~46.7m thick, mainly distributed in the mountains along the railway line
from Fangzheng to Yilan.
Geologic structure
The geologic structure movement along the railway line is intense, frequent and complex,
affected by multiperiodic structure movement. It is preliminarily divided into eastward
and westward structure systems, Cathaysian structure system, Neocathaysian structure
system, Cathaysoid structure system, southward and northward structure systems and
northward and westward structure systems.
The geologic structure in this area is mainly rift structure. The larger fracture zone are as
follows:
Songhua River Fault (F1): It is distributed along the valley of Songhua River and divided
into two parts. The first part is mainly the normal fault dipping steeply to the north. The
geologic structure characteristics of two sides of the faultage are different. The north side
accept a large area of Quaternary coverage, while the south side forms a banding concave
in parallel with the river body or abrupt bank. The basement is widely exposed, mainly in
Harbin ~ Fangzheng. The second part is mainly the reverse faultage of subtwisted nature
constituting rift of the trunk of the east branch of Yishu graben. It is covered by very
thick illuvial horizon and has no relationship with and no impact on the railway line.
Beilidong-Zhendong Fault (F3): It begins from Beilidong and extends to north west by
300°. Total length is about 60km. This faultage is a normal fault formed by tension
impact and steeply invading north east. It has no relationship with and no impact on the
railway line.
Shengli-Huifa Fault (F4): It is distributed in east-west direction through Shengli and
Huifa. The strong invasion forms a large area of granite. Triangular section and steep
rock of the northern rift appears from time to time. There are normal faults along the rift
line such as vein rock, well, etc. It passes by CK146+000 and is coverd by Quaternary
stratums. It has little impact on the construction of the railway.
Dongliangzhu River Fault (F5): It passes by Jiaxinzi, Zhonghetun, nearly south-north
direction, length �76km, and triangular sections of rift appear along both banks of
Dongliangzhu River. It passes by CK161+000 and CSK158+000, covered by very thick
illuvial horizon, so has little impact on the construction of the railway.
Demoli Thrust Fault (F6): It is an insidious fault of 17km long. It moves over a long
period. The Variscan gabbro body invades along the fault. In late geological time, due to
the continuous movement of this fault, the north part descended relatively and
accumulated the silty clay and silt of Quaternary upper Pleistocene. It passes by
CK194+000, covered by the Quaternary stratums, and has little impact on the
construction of the railway.
Daluomi Fault (F7): It is distributed in Daluomi and extends to north east by 20°, 24km
long. Daluomi River generates along the fault. It passes by CK198+000, covered by the
Quaternary stratums, and has little impact on the construction of the railway.
Chenjialiangzi Oblique Thrust Fault (F8): It is distributed from Gaoleng to Suliantun and
extends to north west about 75km. It passes by CK205+000, covered by the Quaternary
stratums, and has little impact on the construction of the railway.
Sifengshan Reservoir Fault (F9): It is distributed in Sifengshan Reservoir, 17km long,
extends to north west and inclines to north east. No visible relief characteristic. It is a
reverse fault. It has no relationship with and no impact on the railway line.
Zhaoyang Village Fault (F10): It is distributed in Paoziyan to Jiangongcun, 40km long in
east-west direction. It is a series of discontinuous piedmont faults causing the visible
border between mountain and plain. It passes by CK335+000, covered by the Quaternary
stratums, and has little impact on the construction of the railway.
Jusheng Fault (F11), Upland Fault (F12): They are distributed in Jusheng and 372
Upland. Jusheng Fault is 11km long, while Upland Fault is 4.5km long. They both incline
to north east and are normal fault. They pass by CK320+000 and CK323+000 and cross
each other in a big angle. They have little impact on the construction of the railway.
Electrician Bureau Farm Fault(F13): It is distributed in Fruit Tree Farm to Electrician
Bureau Farm in north-east direction and inclines to north west, 10km long. It is in relief a
modern river valley and a shift fault. It has no relationship with and no impact on the
railway line.
5.1.5 Seismic parameters
As per Annex A of Regionalization Map Chinese Earthquake Dynamic Parameters
(GB18306~2001) and combined with the field investigation and engineering setup, the
acceleration of the dynamic peak value of earthquake along the railway line is classified
as follows:
Harbin to Jiamusi: the acceleration of the dynamic peak value of earthquake is 0.05g
(basic earthquake intensity is Grade VI).
5.1.6 Unfavorable Geology and special rock and soil Loose and soft soil
In the project scheme, there exist loose and soft soil including silty clay and clay. Silty
clay and clay: grey black, tawny, charcoal grey, grayish yellow, light grey,
molliplast~fluidal plastic, containing rusty spot. It is mainly distributed in the surface
layer of the earth’s surface, 2.0~23.0m thick. See Table 5-4 for detailed sections.
Table 5-4 Loose and soft soil section table
Scheme Mileage distributing section
CK11+000�CK12+305.96
CK16+392.54�CK18+396.06
CK23+137.7�CK23+681
CK24+191.06�CK27+502.7
CK28+528.5�CK31+167.7
CK39+906�CK48+500
Route
scheme
CK166+674�CK168+654Filling soil
There is generally fill along the line, mainly including plain fill, miscellaneous fill, filled
soil, etc. As the different filling years, various filling methods and different material
sources, the variation of thickness, content and compactness is important. The filled soil
is distributed in the existing roadbed and composed by silty clay with more homogeneous
soil texture and better engineering geological conditions. Plain fill, tawny,
molliplat~stiff-plastic, mainly composed by silty clay filled with a few of plant roots. It
scatters around the towns and villages. Miscellaneous fill, light grey, black grey, mixed
color, moist, mainly composed by silty clay and life waste. It is mainly distributed around
the towns and villages.
Swelling rock (soil)
The mudstone of lower Neogene series and lower Cretaceous series between Harbin and
Dalianhe as well as the completely weathered tuff of upper Cretaceous series between
Gaolimao and Jiamusi have weak to medium expansibility. The side slope shall be
moderated during excavation section and the fill in cutting foundation bed shall be
exchanged. In the new station scheme, existing Jiamusi to East Jiamusi scheme and other
scheme, the local silty clay has medium~strong expansibility. The side slope shall be
moderated during excavation section and the fill in cutting foundation bed shall be
exchanged. The depth of excavation shall be controlled.
Seasonal frozen earth
Along the railway line are severe cold regions. There is a layer of seasonal frozen earth
on the surface layer of the ground, thick of 2.2m. It begins freezing every year from the
last third of October and reaches the maximum freezing depth in mid-March.
5.2 Social-economic Environment
5.2.1 Regional economic characteristics
This project is located in Heilongjiang Province, connecting Harbin hub in the west and
through Harbin hub linked to HaDa and HaQi passenger dedicated lines under
construction and planned HaMu passenger dedicated line and related existing lines. It is
connected to Jiamusi in the east. It is an important part of Heilongjiang High Speed
Railway Network. It passes by Harbin and Jiamusi of Heilongjiang Province.
Harbin
Harbin is the capital of Heilongjiang Province, a modern center city in the north of North-
East of China in terms of economy, politics, trade, science and technology, culture and
tourism. Its whole area is 5.3×104km2. Its total population is 9.874 million by the end of
2007. In 2007, it realized a regional GDP of 243.68 billion RMB, an increase of 16.4%
compared with the precedent year. The ratio of the three industries is 14.3:37.0:48.7.
GDP per capita is 24768 RMB.
Harbin is rich in mineral resources. 63 minerals have been discovered, in which 25 types
have been verified for industrial purpose. In which 20 minerals take important position in
Heilongjiang Province, including coal, natural gas, copper, zinc, wolfram, molybdenum,
iron pyrite, smelting crystal, serpentinite, arsenic, stones for construction, mineral water,
etc.
Harbin has particular tourist resources, reputed as “Oriental Paris” and “Oriental
Moscow”. There are many historic landmarks and sites such as Dragon Tower, Flood
Protection Monument, Confucious Temple, Jile Temple, Saint-Sophia Church, Central
Avenue of Russian culture, Former Residence of Xiaohong, Shangjing Huining Mansion
of Jin Dynasty and more than 500 human and natural landscapes. They, together with
Jingbo Lake, Five Volcano Pools and Zhalong Nature Reserve, constitute a distinct and
particular tourist place in the North of China.
The industrial production of Harbin keeps growing fast. In 2007, the total industrial
output is 214.88 billion RMB, an increase of 16.7% compared with the precedent year.
The agricultural production grows steadily. In 2007, Harbin realized a total agricultural
output of 50.69 billion RMB, an increase of 6.3% compared with the precedent year. Its
total grain output is 975×104t, oil output of 1.2×104t, beet output of 2.3×104t, vegetable
output of 194.2×104t.
By 2020, after realizing the objective of building a well-off society in all aspects, Harbin
will realize the modernization, with a GDP of 850 billion RMB and a GDP per capita of
8300 USD.
Bin County
The total area is 3845km2. The total population by the end of 2008 is 620000 and the
natural rate of growth of population is 4.41‰. It has jurisdiction over 17 towns including
10 nations: Han, Manchu, Mongolian, Hui, Miao, Zhuang, Korean, Dong, Yao and Xibe.
In 2008, Binxian realized a GDP of 11.12 billion RMB, an increase of 16.9% compared
with the precedent year. In which, the primary industry realized an added value of 2.61
billion RMB, an increase of 7.0%. The secondary industry realized an added value of
4.95 billion RMB, an increase of 20.1%. The tertiary industry realized an added value of
3.56 billion RMB, an increase of 20.7%. The ratio of the three industries is 23.5:44.5:32.
The GDP per capita is 17821 RMB, an increase of 16.1% compared with the precedent
year. It realized the general budget revenue of local public finance of 260 million RMB,
an increase of 21.1% compared with the precedent year. The total industrial output is
16.60 billion RMB, an increase of 17.9%. The total fixed investments are 4.49 billion
RMB, an increase of 31.7%. The total social retail goods is 2.85 billion RMB, an increase
of 22.3%. The disposable income per capita of urban residents is 8938 RMB, an increase
of 14.0% compared with the precedent year. The net income per capita of farmers is 5501
RMB, an increase of 19.8%.
Fangzheng
The total area is 2969km2. By the end of 2008, the total population is 220000. It has
jurisdiction over 8 towns. There are 17 national minorities living here, representing 2.5%
of the total population. In 2008, it realized a GDP of 2.38 billion RMB, an increase of
20.2% compared with the precedent year. In which, the primary industry realized an
added value of 840 million RMB, an increase of 16.7%. The secondary industry realized
an added value of 590 million RMB, an increase of 34.0%. The tertiary industry realized
an added value of 950 million RMB, an increase of 15.9%. The ratio of the three
industries is 35.3:25.0:39.7. It realized the general budget revenue of local public finance
of 130 million RMB, the total industrial output of industrial enterprises of 610 million
RMB, an increase of 54.2%. The total fixed investments are 1.17 billion RMB, an
increase of 50%. The total social retail goods is 1.16 billion RMB, an increase of 23.3%.
The disposable income per capita of urban residents is 7573 RMB, an increase of 20.6%.
The net income per capita of farmers is 5782 RMB, an increase of 20.0%.
Yilan County
The total area is 4616km2. By the end of 2008, the total population is 400000. It has
jurisdiction over 9 towns. There are 17 national minorities living here, representing 5.9%
of the total population, most of whom are Manchu, Hui and Korean. In 2008, it realized a
GDP of 5.21 billion RMB, an increase of 15.6% compared with the precedent year. In
which, the primary industry realized an added value of 1.63 billion RMB, an increase of
9.7%. The secondary industry realized an added value of 11.89 billion RMB, an increase
of 18.5%. The tertiary industry realized an added value of 2.00 billion RMB, an increase
of 17.8%. The ratio of the three industries is 31.5:30.3:38.2. It realized the general budget
revenue of local public finance of 230 million RMB, an increase of 30.9%. The total
industrial output of industrial enterprises above designated size is 11.89 billion RMB, an
increase of 14.2%. The total fixed investments are 2.87 billion RMB, an increase of
45.2%. The total social retail goods is 1.50 billion RMB, an increase of 24.4%. The
disposable income per capita of urban residents is 10031 RMB, an increase of 25.6%.
The net income per capita of farmers is 5949 RMB, an increase of 19.8%.
Jiamusi
Jiamusi is located in the heart of Sanjiang Plain where Songhua River, Heilong River and
Wusuli River join gather together. It is the center of economy, culture, traffic, science and
technology of north east of Heilongjiang Province and the largest comprehensive center
city. Its total area is 32700 km2. There are 5 open ports of national first level, two
international passenger and merchandise transport passage from Tongjiang and Fuyuan to
Russia and a golden water channel joined by river and sea connecting the countries in
Asia-Pacific. It’s very convenient for the trade with Russia. Its total population is 2.505
million. There are 7 districts in its jurisdiction. In 2007, it realized a GDP of 50.754
billion RMB. The ratio of the three industries is 39.4:18.2:42.4.
Jiamusi is rich in mineral resources. There are 50 minerals explored and verified such as
iron, manganese, titanium, copper, aluminum, zinc, etc. It has distinct tourist resources
including Russian frontier travel, “First sentry in Orient”in Wusu Township of Fuyuan,
folk custom of Nanai nationality, Tangyuan Daliangzi River Forest Garden, etc. With the
ownership of Heixiazi Island and its future development, Jiamusi will become an
important breach for the development of tourism.
The industrial economy of Jiamusi operates at high speed and efficiency. As the old
industrial basis of China, its industrial system is complete with solid industrial
foundation. There are over 20 sectors such as mechanical and electrical, paper making,
medicine and chemical, foods, textile, etc. There are a lot of large and medium size key
enterprises known in the whole countries in paper making and motor production field. Its
equipment manufacturing industry such as large-size agricultural machines, large-size
coal mining equipment and large-size electrical equipment is in a leading position in
Chinese and international market. In 2007, the enterprises above designated size have
realized a total industrial output of 126.48 billion RMB.
Jiamusi possesses rich resources and products. It is located in the heart of Sanjiang Plain,
one of the world’s three largest black soil plains. With 22 million mu of arable land, it’s
the main development zone of Sanjiang Plain and an important marketale grain basis of
the country, abound in grain crops such as soy bean, rice, corn, wheat, etc. In 2007, its
total grain output is 722.3×104t and its total agricultural output is 11.59 billion RMB.
According to the planning of Jiamusi, by 2020, its total GDP is expected to be more than
120 to 140 billion RMB with an average annual increase of more than 11%. The GDP per
capita is expected to reach 6000 USD and the people will enjoy higher and more
comprehensive well-off life level. The ratio of the three industries will be adjusted to
15:40:45.
The main economic indices of the cities along the railway line are given in Table 5-5.
Table 5-5 Main economic indices of cities along railway line in 2007
Indices Unit Harbin Jiamusi Total
Area of land 10000 km2 5.3 3.27 8.57
Total population 10000 people 987.4 250.5 1237.9
GDP 100 million RMB2436.8 507.5 2944.3
In whichPrimary industry 100 million RMB347.7 200.1 547.8
Secondary industry100 million RMB902.6 92.5 995.1
Tertiary industry 100 million RMB1186.5 215 1401.5
GDP per capita RMB 24768 20259
Total agricultural output 100 million RMB 506.9 115.9 622.8
Total industrial output 100 million RMB2141.8 1264.8 3406.6
Total grain output 104t 975 722 1697
Social retail goods 100 million RMB1035.9 120.4 1156.3
5.2.2 Traffic and transport situation and reality of passenger carrying capacit
HaJia passenger dedicated line is surrounded by convenient traffic system which has
formed a solid transport network involving water, road and air as well as a large
international sea and river combined transport passage.
Railways
In HaJia passage, the existing railways related to Hajia Railway include BinBei Railway,
SuiJia Railway, TuJia Railway, JiaFu Railway, etc. In 2007, on the section of Harbin to
Suihua in this passage were running 24 pairs of passenger trains, 16 pairs from Suihua to
Nancha, 15 pairs from Nancha to Jiamusi. This railway line, together with Hada
passenger line, HaQi intercity line, HaMu passenger line, will constitute a rapid
passenger traffic network in north east region to improve the passenger and merchandise
transport system capacity of 3-longitudinal-4-horizontal railway network of north east
region.
Road
The main modes of transport in HaJia passage include highways like HaJia Highway,
YiHa Highway(Harbin to Suihua) and national highways G221 and G222, etc.
Civil aviation
Along HaJia line there are Harbin Airport and Jiamusi Airport. During the last years, with
the rapid development of economy and growth of life level, the passenger traffic volume
by civil aviation increases fast.
In 2008, Heilongjiang Airport Group Corporation realized a passenger throughput of
5.41million person-time, a merchandise throughput of 60000t. In which, Harbin Airport
realized 4.98 million person-time and 58000t of merchandises; Jiamusi Airport realized
110000 person-time and 226t of merchandises. The passenger and merchandise
throughput represents 94.09% and 97.04% respectively of the total throughput of
Heilongjiang Province.
Water transport
Harbin Port is one of the eight biggest river ports of China and also the largest river port
in north east. Its river lines cover Songhua River, Heilong River, Wusuli River and
Nenjiang River and connect some ports in Russia and Far-East. Through the river sea
combined line, the ships can go out of Dada Strait and go up to Japan, North Korea,
South Korea and South East Asia. Now there are one passenger port (Beiqidao Street,
Daowai District) and one merchandise port (Sankeshu, Taiping District).
Every summer, there are passenger liners running from Harbin to Jiamusi by Songhua
River.
5.2.3 Cultural property
Cultural property survey was conducted for roject alignment by entrusting local
archeological institutes, combined with consultation with local cultural property
management authorities/general public and field survey during EA preparation.
In total 4 cultural property were identified, and the alignment was shifted to avoid all of
them. The location of thse cultural properties is shown in Table 5-6.
Table 5-6 Cultural property along the alignment
Name Location Level Relation with the railway alignment
Qinghua relics Bin County of Harbin Provincial
Level 2km out of control boundary
Chang’an ancient twown
Bin County of Harbin Provincial
Level 3km out of control boundary
Sino-Japan Friendship Forest
Fangcheng County of Harbin
Provincial Level
3km out of control boundary
Qiaonan Relics Yilan County of HarbinProvincial
Level 200m out of control boundary
6 Impact Assessment of Ecological Environment
6.1 Forecast and Evaluation of impact on ecological environment
6.1.1 Impact analysis of land occupation on land use and mitigation measures
Impact analysis of permanent land occupation on land use The permanent occupation of lands by the project includes subgrades, station yards, bridges and culverts�tunnel inlets and outlets. The permanently expropriated lands by this project line totals an area of 1416.27 hm2, including cultivated lands of 903.20 hm2 (paddy fields of 45.92 hm2 and dry lands of 857.28 hm2), accounting for 63.77%, orchards of 7.59 hm2, accounting for 0.54%, forest lands of 419.85 hm2, accounting for 29.65%, ponds of 8.24 hm2, accounting for 0.58%, lands for construction of 42.63 hm2 (including house site), accounting for 3.01% and other lands of 34.75hm2, accounting for 2.45%. Including stations and relevant facilities, the permanently expropriated lands averagely cover an area of 4.21 hm2 per kilometer.
The classification and quantity of permanent occupation of lands in the project refers to Table 5-3-1.
Table 6-1 Classification and quantity of permanent land occupation Unit: hm2
Cultivated Areas City
County and District
Total Subtotal
Paddy Fields
Dry Lands
Vegetable Plots
Garden Plots
Forest Lands
Pasture Lands
Ponds
Daowai 66.79 56.49 0.27 56.22 2.49 1.74
A’cheng 116.94 105.70 105.70 0.30 1.78 4.04
Bin 413.64 281.11 1.78 279.33 128.16 0
Fangzheng 268.18 109.05 43.76 65.29 157.72 0.92
Harbin
Yilan 293.45 174.68 0.11 174.57 113.18 0.14
Total 1159.0 727.03 45.92 681.10 2.79 400.85 6.84
Jiamusi Suburbs 257.27 176.17 176.17 4.80 19.00 1.4
Total 257.27 176.17 176.17 4.80 19.00 1.4
Total of the Whole line
1416.27 903.20 45.92 857.28 7.59 419.85 8.24
Percentage % 100 63.77 3.24 60.53 0.54 29.65 0.58
The permanent land occupation will change the original use function of land, wherein the cultivated lands cover an area of 903.20 hm2, accounting for 63.77%; and the permanently occupation of lands averagely cover an area of 2.64 hm2 per kilometer. The forest lands cover an area of 419.85 hm2, accounting for 29.65%.
The occupied basic farmlands along the whole line cover an area of about 767.72 hm2, accounting for 85.0%. It is estimated by the yield per unit area of the cultivated lands from each city along the line (By 5000 kg/hm2) that the local grain yield caused by railway construction is reduced by about 3836.5t/a. The permanently occupation of lands in the
project will slightly impact the land utilization pattern of regions along the line; and the expropriated lands will reduce the quantity of agricultural lands per capita and the agricultural output aiming at related towns and villages, thereby having an adverse impact on agricultural production.
Impact analysis of temporary land occupation on land use The temporary land occupation include borrow pit, Spoil ground, construction roads, large-scale temporary facility sites, Construction buildings and the like which totally cover an area of 534.78 hm2. The respective floor areas are shown as follows: Spoil ground of 217.78 hm2, construction roads of 85.38 hm2, beam construction and storage yards of 123.40 hm2, Prefabrication site of ballastless track slab of 25.20 hm2, concrete mixing plant of 29.00 hm2, temporary power lines of 7.34 hm2, construction sites of 22.68 hm2, Temporary residue piling yards in tunnel of 3.20 hm2 and Construction buildings of 20.80 hm2. Refer to Table 5-3-2.
Table 6-2 Classification and Quantity of temporary land occupation Unit: hm2
City and County Cultivated LandsForest LandsPondsUncultivated Lands
Spoil ground 0.00 0.00 0.00 0.00
Construction roads 5.91 2.22 0.00 1.11
Beam construction yards 12.34 0.00 0.00 0.00
Prefabrication site of ballastless track slab 0.00 0.00 0.00 0.00
Concrete mixing plants 3.00 0.00 0.00 0.00
Temporary power lines 0.32 0.12 0.00 0.06
Construction sites 0.00 0.00 0.00 1.60
Temporary residue piling yards in tunnel 0.00 0.00 0.00 0.00
Construction buildings 0.00 0.00 0.00 0.80
Harbin
Subtotal 21.57 2.34 0.00 3.57
Spoil ground 65.70 2.40 0.00 9.78
Construction roads 16.27 6.10 0.00 3.05
Beam construction yards 37.02 0.00 0.00 0.00
Prefabrication site of ballastless track slab8.40 0.00 0.00 0.00
Concrete mixing plants 7.00 0.00 0.00 0.00
Temporary power lines 1.30 0.49 0.00 0.24
Construction sites 0.00 0.00 0.00 5.32
Temporary residue piling yards in tunnel 0.00 0.00 0.00 0.40
Construction buildings 0.00 0.00 0.00 4.80
Bin
Subtotal 135.69 8.99 0.00 23.59
Spoil ground 5.48 9.61 0.00 59.21 Fang
zheng Construction roads 15.28 5.73 0.00 2.87
Beam construction yards 12.34 12.34 0.00 0.00
Prefabrication site of ballastless track slab8.40 0.00 0.00 0.00
Concrete mixing plants 6.00 3.00 0.00 0.00
Temporary power lines 1.44 0.54 0.00 0.27
Construction sites 0.00 0.00 0.00 7.60
Temporary residue piling yards in tunnel 0.00 0.00 0.00 1.60
Construction buildings 0.00 0.00 0.00 8.00
Subtotal 48.94 31.22 0.00 79.55
Spoil ground 0.00 0.00 0.00 51.47
Construction road 12.24 4.59 0.00 2.29
Beam construction yard 12.34 24.68 0.00 0.00
Ballastless track slab recasting yard 8.40 0.00 0.00 0.00
Concrete mixing plant 4.00 2.00 0.00 1.00
Temporary power line 1.00 0.38 0.00 0.19
Construction site 0.00 0.00 0.00 5.84
Temporary tunnel slag piling yard 0.00 0.00 0.00 0.80
Construction building 0.00 0.00 0.00 5.60
Yilan
Subtotal 37.98 31.65 0.00 67.19
Spoil ground 0.00 7.18 0.00 6.95
Construction road 4.95 1.86 0.00 0.93
Beam construction yard 12.34 0.00 0.00 0.00
Ballastless track slab recasting yard 0.00 0.00 0.00 0.00
Concrete mixing plant 3.00 0.00 0.00 0.00
Temporary power line 0.63 0.24 0.00 0.12
Construction site 0.00 0.00 0.00 2.32
Temporary tunnel slag piling yard 0.00 0.00 0.00 0.40
Construction building 0.00 0.00 0.00 1.60
Jiamusi
Subtotal 20.92 9.27 0.00 12.32
Spoil ground 71.18 19.19 0.00 127.41
Construction road 54.65 20.49 0.00 10.25
Beam construction yard 86.38 37.02 0.00 0.00
Ballastless track slab recasting yard 25.20 0.00 0.00 0.00
Concrete mixing plant 23.00 5.00 0.00 1.00
Total
Temporary power line 4.70 1.76 0.00 0.88
Construction site 0.00 0.00 0.00 22.68
Temporary tunnel slag piling yard 0.00 0.00 0.00 3.20
Construction building 0.00 0.00 0.00 20.80
Total 265.11 83.46 0.00 186.21
Percentage 49.57% 15.61% 0.00%34.82%
(1) According to engineering design, the temporary land occupation cover an area of 534.78 hm2, mainly dry land (265.11 hm2). As a matter of railway construction experience, the foundation of beam storage yards are generally larger in dimension, with serious hardened earth and difficult to recover after construction.
(2) The track laying bases and the material plants which are shallower in operation and are easy to manage may impact local vegetations in case of mishandle, thereby reducing the cultivated lands and reducing the vegetation coverage rate.
(3) Consider arranging the access roads for major projects, borrow earth pits and spoil pits, material storage yards and other construction sites during the construction of the temporary roads in the project design. Totally arrange construction access roads with a length of 202 km in the whole line, including newly-built double lanes with a length of 28.20 km, newly-built single lanes with a length of 149.01 km, rebuilt double lanes with a length of 11.30 km and rebuilt single lanes with a length of 13.49 km, which all cover a total floor area of 85.38 hm2.
(4) The project, which is mainly excavated, is required to respectively excavate and borrow the earth of 485.8×104 m3 and 1604.57×104 m3 except for the use of partial excavations, and the borrow earth pits and spoil pits cover an area of 217.78 hm2. As the water and soil loss are easily produced on borrow earth pits, spoil pits and construction roads, the occupied lands will be largely damaged in absence of protection.
Mitigation measures (1) Increase the proportion of the bridges during the scheme selection providing that technical conditions are satisfied; and ensure that the bridges along the main line have a full length of 172,862.60 m, which accounts for 50.54� so as to reduce the quantity of the permanent land occupation as much as possible.
Earth and rock engineering should be implemented on principle of reasonable allocation by means of cut to fill as well as full use; and make the best of earthwork from cutting excavation, temporary project and bridge & culvert so as to reduce the earth from borrow pit and spoil pit.
These measures can remit the contradiction between railway construction and land resource protection.
(2) After field investigation and negotiation with county governments along project line and according to railway construction requirements and local actual situation, design company decided that all earth required by this project will be purchased . 12 borrow pits selected for this project are all existing stone pits. Recover low vegetation coverage rate by adopting the measures of reinforcing the protection during the construction and the vegetation recovery after earth excavation and the like after earth excavation to a certain degree as the vegetation is slightly impactd during the earth excavation; and recover or improve the ecological environment within a certain time.
(3) Arrange the borrow pits on the low lands with sparse vegetation so as not to impact the agricultural production and the vegetation in the local. Meanwhile, protect the project and the
plants well; and give priority to farmland building and re-cultivation on the earth discarding fields under adequate conditions.
(4) Give priority to permanent and temporary combination in the temporary project and utilize the expropriated permanent lands and the used urban lands within the existing sites or the areas as much as possible so as to reduce the newly occupied lands. Ensure that all the arranged temporary material plants use the existing stations along the Binzhou line; and arrange 2 track-laying bases at the Xinxiangfang station in Harbin and the Jiamusi station along the line; and utilize the freight yards in Xinxiangfang and the rebuilt parking lots in Jiamusi so as not to newly increase the temporarily occupation of lands.
(5) Continuously use a small amount of construction access roads taken as the rural roads as the rural road network nearby the project is relatively prefect, and plant trees on two sides so as to green and beautify the environment; recover other construction access roads to be the cultivated lands after the whole lands are tilled and turned or recover the vegetations; recover the original land utilization type and plant undershrubs.
(6) Peel 30-cm-thick surface earth before use in the temporary project for the occupied lands and recover the vegetations after use.
(7) According to the laws and the statutes, etc. regulated in the “Land Administration Law of the Peoples Republic of China”, the “Regulations on the Implementation of the Land Administration Law of the Peoples Republic of China”, the “Measures for the <Land Administration Law of the Peoples Republic of China> implemented by Heilongjiang Province” and the like, let the Employer be responsible for supplementing the cultivated lands in case that the lands are occupied by the project; pay the cultivated land reclamation fee in case that the cultivated lands can not be reclaimed under some conditions and let the unit capable of supplementing the cultivated lands implement the cultivated land supplementing obligation; and let the Provincial Land Administrative Department inspect and accept the supplemented cultivated lands. Pay the land compensation fee, the relocation subsidy, the young crop compensation fee and the like for land requisition for recovering and improving the expropriated farmers’ living standard.
Table 6-3 Regulations on Compensation of expropriated lands
Regulations Land compensation fee Relocation subsidy
Attachment and young crop compensation fee
“Measures for the <Land Administration Law of the Peoples Republic of China> implemented by Heilongjiang Province”
Calculate by 4-5 times of average output per mu in the former five years as for the requisition of the basic farmland; and calculate by 3-4 times of average output per mu in the former five years as for the requisition of the general farmland. Additionally regulate by the Autonomous Regional People's Government as for the requisition and the
Calculate by 3-5 times of average output per mu in the former five years as for the standard on relocation subsidy of farmers required to be relocated and ensure that the relocation subsidy does not exceed 10 times. Ensure the relocation subsidy of animal husbandry people required to be relocated during the grassland requisition to be higher than the standard on
Compensate by the value and the practical loss of attachments; and compensate by the output per mu in the current year as for the young crop compensation fee
appropriation of grassland and forestland compensation fees
the relocation subsidy of farmers.
(8) Basic farmland protection scheme
Modify the overall land utilization planning according to the document approved by the State in case of changing the overall land utilization planning of the lands for the construction of large-scale energy sources, traffic, water resource facilities and other infrastructures approved by the State Council according to the regulations in Article 26 of the “Land Administrative Law”.
Through estimate, the project will cover a basic farmland area of 767.72 hm2 along the line. Because the Employer has no condition to reclaim new cultivated lands, the compensation for the occupied basic farmlands and the occupied cultivated lands will be implemented according to the regulations in the relevant laws and policies from the State and Heilongjiang Province so as to ensure unchanged quantity of the local basic farmlands. Implement the following processes according to the relevant regulations in the “Regulations on the Protection of Basic Farmland” as for the expropriated permanent farmlands:
Transacting the approval process on agricultural land transfer
Implement the basic farmland protection system. According to the regulations in Article 44 of the “Land Administration Law of the Peoples Republic of China” and Article 15 of the “Regulations on the Protection of Basic Farmland”, transact the approval process on agricultural land transfer with the approval of the State Council if the project can not avoid the basic farmland protection area from the view of site selection and must occupy the basic farmlands as well as the agricultural lands are required to be transferred to be the lands for construction.
• Paying the cultivated land reclamation fee
According to the regulations in Article 16 of the “Regulations on the Protection of Basic Farmland” that the land occupying unit is responsible for reclaiming the cultivated lands which are equivalent to the occupied farmlands in quantity and quality according to the principle of "Reclaiming the same amount of occupied lands” in case of occupying the basic farmlands approved by the State Council; and if the land occupying unit has no condition to reclaim or the to-be-reclaimed cultivated lands does not comfort to the requirements, he should pay the cultivated land reclamation fee according to the regulations from provinces, autonomous regions and municipalities to reclaim the new cultivated lands, it is preferred that the cultivated land reclamation fee is paid as the Employer is difficult to reclaim the equivalent cultivated lands in quantity and quality due to deficient standby land resources along the line; the quantity of the basic farmlands occupied by the subgrade should be subjected to that affirmed by the local at the next stage; and an equivalent number of cultivated land reclamation fees should be paid.
• Disposal for basic farmland cultivated horizon
According to the requirements in Item II, Article 16 of the “Regulations on the Protection of Basic Farmland” that the basic farmland occupying unit should ensure that the earth from the occupied basic farmland cultivated horizon is used for the earth improvement of newly-reclaimed cultivated lands, poor lands or other cultivated lands according to the requirements of the local people's governments at or above the county level, move and transport the 30-cm-thick cultivated horizons on
the surfaces of the basic farmlands to the right place during the construction in coordination with the local government; transport the earth from the cultivated horizons to the borrow pits for piling if necessary; and let the Local People’s Government use the earth for the earth improvement of newly-reclaimed cultivated lands, poor lands or other cultivated lands.
• Basic farmland protection plan
Seriously control and protect the cultivated lands, in particular to the basic farmlands as the land is non-renewable and is taken as the primary resource of national economy and social development and the elementary condition of social and economical development. Seriously implement the cultivated land protection policy, in particular to the basic farmland protection policy and carry out the cultivated land and basic farmland compensation system.
According to the regulations in Article 31 of the “Land Administration Law of the Peoples Republic of China” that the State should carry out the cultivated land compensation system, the Employer should fulfill the occupying-supplementing balance for the occupied basic farmland during the evaluation so as to balance the quantity and the quality of the occupied and the supplemented cultivated lands. Implement the measure that the basic farmlands are evenly occupied and supplemented. Insist on the guideline of increasing income and reducing expenditure and greatly excavate the potential of standby cultivated land resources. Formulate the following basic farmland compensation plan during the evaluation through field investigation:
� Agricultural land consolidation: The land consolidation includes both agricultural land consolidation and non-agricultural land consolidation. The agricultural land consolidation is carried out in combination with low-and medium-yield farmland upgrade and farmland capital construction; and a great deal of low-and medium-yield farmlands are distributed in hilly areas where the project passes through. For example, a great deal of low-and medium-yield farmlands in the hilly areas in Fangzheng and Yilan Counties can be developed and reclaimed.
� Non-agricultural land consolidation: The non-agricultural land consolidation refers to the development and the consolidation of villages in the agricultural land, barren hills, barren ditches, barren hillocks, barren wastes and other odd and waste lands so as to increase the effective utilization area of the cultivated land and other agricultural lands, improve the land output and improve the important measures of ecological environment. The agricultural land consolidation can be combined with the comprehensive agricultural development so as to consolidate the lands belonging to one production unit but enclosed in that of another in the agricultural lands, the bad lands, the land barrier factors and other bad conditions according to the sequence of easy first and difficult then step by step, area by area and plot and plot.
� Land development and reclaim: It can be realized through developing the easy-to-cultivate wild grassland and other lands during the planning according to the practical situations of standby land resources from each city and county along the line. The land reclaim mainly refers to the rectification and the reclamation of waste brick and tile kilns damaged by mining and pressing, industrial and mining wastes and damaged lands.
The balance of occupied and supplemented basic farmlands can be realized in quantity and quality through the above-mentioned plan.
(9) The compensation fee for land requisition is 664,790,770 RMB during the design so as to minimize the impact of the project on the cultivated lands and the basic farmlands.
6.1.2 Impact analysis of project construction on plants and mitigation measures
Impact of fugitive dust during the construction on crops and vegetations and mitigation measures Impact analysis
The earthwork and the stonework will be excavated and filled during the railway construction; and a great deal of fugitive dust are easily caused in dry season during the construction and covered on neighboring crops, branches and leaves, thereby influencing the photosynthesis and reducing the yield of the crops and the fruit trees. The fugitive dust also will impact the fruit setting during the flowering phase, thereby reducing the yield. The fugitive dust caused during the construction can cause the TSP content in the atmosphere to increase by 0.3-0.8 mg/m3 within 20-50 m away from the construction site due to exposed soil through rough estimate during the construction.
In addition, the fugitive dust caused by transport vehicles, which also can easily impact the crops and the trees on two sides of each construction access road, can be covered on the branches and the leaves, thereby influencing the growth. It is researched and tested that the fugitive dust caused by vehicle bumping can reach 8-10 mg/m3 in short-term concentration on two sides of a traffic lane when the weather is continuously dry and the road conditions are worse. However, the concentration of the fugitive dust can quickly drop along with the increasing distance and can not be impactd beyond down wind of 200 m.
Mitigation measures
1) Adopt relevant measures such as watering or capping for transport vehicles in case of transporting sand, soil, dust and other fugitive dust easy-to-produce building materials so as to prevent the fugitive dust.
2) Manage and maintain the construction roads to keep level road surface; and frequently water the gravels and unsurfaced roads so as to prevent the adverse impact on the vegetations and the crops during the transportation of the fugitive dust.
3) Harden the main roads on the construction site with clay-bound macadam.
4) Cover or harden in case of storing the earth on the construction site in a concentrated manner.
5) Ensure that the construction site is cleaned by specially-assigned persons and provided with corresponding watering devices as well as watered and cleaned so as to reduce the pollution produced by the fugitive dust.
Impact analysis on biomass and mission measures Impact analysis of project construction on regional biomass
The biomass is used for measuring the function stability of a community, in particular to the function stability of an ecological system and indicating the living organic matter deposited in the unit area of the ecological system during the investigation at a particular moment.
The biomass is lost and reduced due to land occupying and ground vegetation destroying during the project construction, which mainly manifested in two aspects: the project permanently occupies the lands, so that the land use nature is changed and the permanent biomass loss is caused, and the project is constructed on the occupied temporary land, so that the ground vegetations are destroyed and the biomass is lost. But, the biomass on the
temporarily occupation of lands will be gradually recovered through agriculture reclamation and vegetation recovery after the construction. Refer to Table 5-3-4 for fell trees in the project.
Table 6-4 Summary Table for Fell Trees along Hajia Railway
Fell trees (Diameter: cm) Fell young trees
6-20 21-40 41-60 61-80Project/unit
Mleage 100m2 pc. pc. pc. pc.
Main tree species
CK0+000 CK7+000 90 100 Poplar
CK7+000 CK51+000 290 1390 260 30 Poplar
CK51+000 CK70+400 1500 1100 Poplar
CK70+400 CK178+500 430 640 200 Poplar
CK178+500 CK219+500 5.5 780 150 Poplar
CK219+500 CK259+000 500 260 Poplar
CK259+000 CK325+000 14.45 3030 1840 100 Poplar
92.20 Poplar CK325+000 CK338+670
124105290 240 Poplar
Total 112.15 1903010770 800 30
Totally fall 30,630 trees in the project, including 19,030 trees with the diameter of 6-20 cm, 10,770 trees with the diameter of 21-4 cm, 800 trees with the diameter of 41-60 cm and 30 trees with the diameter of 61-80 cm. In addition, fall 11,215-m2 nurseries with the diameter of below 6 cm. The fell tree species is mainly subjected to poplar and a small quantity of fruit trees. The fell trees are mainly distributed in Fangzheng County, Yilan County and Jiamusi suburbs.
Investigate the community biomass by adopting the biocoenology method and calculate it according to the sample community type. Calculate the community biomass on the arborous layer by adopting the average sample tree method. The biomass of each community during the evaluation is changed along with different site conditions.
Calculation formula: W=S ( W ’ / S ’ )
Where: S-basal area of total sample trees;
W’, S’-weight and basal area of samples
Calculate the weight and the total quantity of trunks, branches and leaves according to the above formula. Determine the biomass on the shrub layers and the herbaceous layers by adopting the full harvest method through weighing the gross dry weight. Refer to Table 5-3-21 (indicated by dry weight) for biomass sample investigation results of main community type in the project. Calculate the lost biomass on the basis of occupied permanent floor area and occupied temporary floor area of vegetations and calculated as well as the unit area of different vegetations.
Refer to Table 5-3-5 for biomass loss of each community caused by permanently occupation of lands and temporarily occupation of lands in the project.
Table 6-5 Computation Table for Biomass Loss of each Community
Community Type
Area (hm2) Site conditions
Plant species Biomass (t/hm2)
Total biomass (t)
Secondary forest
502.2 Good Poplar, etc. 12.5 6277.5
Wild grassland
74.48 Common Guinea grass and weeds
1.5 111.72
Orchard 8.37 Good Apple, etc. 16 133.92
Crops 1167.82 Good Corn, rice and sorghum, etc.
19.6 22889.27
Total 1752.87 / / / 29412.41
The project will occupy a permanent and temporary vegetation area of 1,752.87 hm2 during the construction and cause 29,412.41-t total biomass loss.
Mitigation measures
1) Tree transplant and compensation
Further determine the species and the quantity of the fell trees at the next stage and transplant if the trees are protected by the State and the Local during the design and construction process. Transplant the young trees which are suitable for being transplanted or the trees which have larger economic value. Carry out mutual compensation (including mutual complementary planting or monetary compensation) to the trees which have small transplanting value or are not suitable for being transplanted on the principle of equivalent compensation under local forest department’s direction in accordance with national and local compensation standard. Contact the Local Forestry Department at the next stage to further detail the mutual complementary planting or monetary compensation scheme. Locally select the unused land and the suitable land for forest to replant on the principle of balanced occupation and compensation. Ensure that the area of newly-planted forests is larger than that of forests occupied by the project as the forest compensation is on the principle of biomass equivalence compensation. Select the suitable land for forest in other places for forestation in case that the unused land and the suitable land for forest are not enough so as to ensure unchanged total forestry land.
2) Subgrade side-slope greening
Protect by planting the Amorpha when the embankment side-slope has a height of below 2 m. Protect by adopting 3×3-m cement mortar coffer stone arch type framework with a water intercepting trench, wherein the framework, in which the Amorpha is planted, has a thickness of 0.6 m.
3) Station and living quarter greening
Protect the newly-built embankment side-slope through planting; plant trees in open places on two sides of the newly-built subgrade for greening and combine the greening trees with local weather and natural environment; and arrange flower beds at the newly-built stations so as to beautify the environment.
In addition, compensate the lost biomass by greening the soil excavating and discarding fields in the project; and let the Land Department to reclaim in other places after the Employer pays the cultivated land reclamation fee in case that the reduced crop biomass is caused by engineering construction so as to ensure unchanged biomass after the completion of the project.
Newly plant 375,510 arbors and 43,729,360 shrubs along the whole line in the project by adopting the measures of planting on the subgrade side-slope, planting the arbors and the shrubs and greening the temporary fields and the soil (slag) discarding fields; and ensure that the seeding, planting and greening area reaches 237.52 hm2.
Through implementing these measures, the ecological environment along the line also can be improved.
4) Selection principle of greening trees
Adopt a series of slope protecting and greening works for existing railways and highways according to geographic and geomorphic conditions, weather, soil, water and soil loss causes and other environmental conditions of the project so as to obtain good impact.
Bring forward the selection principle of tree and grass species at this section in combination with local natural conditions and many years of relevant experience:
� Arbor: Poplar, willows, pinus sylvestris and larch, etc.; and the greening seedling can select cedars and spruces, etc.
� Shrub: Shrub willows, Amorpha, Lespedeza, caragana, sallow thorn, poplar willows and Salix sungkianica, etc.; and the greening seedling can select cloves, privets, green fence and purple leaf barberries, etc.
� Grass seed: Ryegrass, annual meadowgrass, alfalfa, chinese wildrye, Astragalus adsurgens and daghestan sweetclover.
Observe the growth rhythm of natural vegetations during the greening, adjust measures according to local conditions and match species with the site. Give priority to local plants and then select the plants introduced successfully; give priority to deciduous and broad trees, simultaneously and properly combine evergreen conifer trees and then prepare arbors, shrubs and ground cover plants, etc. for viewing leaves, flowers, fruits, stems, branches and barks so as to form rich seasonal aspect.
Impact analysis on rare plants and old and famous trees
Impact analysis
Three Class-II State protected key wild plants, namely linden, manchurian China ash and amur corktree, are discovered in the process of preliminarily investigating the rare plants and the old and famous trees. In addition, numbered old and famous trees are not discovered within the evaluation area. Refer to the diagram for distribution position relation between newly-built Hajia railway and protected key wild plants in Heilongjiang Province.
Mitigation measures
1) Avoid the State protected wild plants and the old and famous trees, etc. on two sides of the railway within the impact range during the next design phase as much as possible; employ professional personnel to identify the protected plants before surface cleaning; and move, transplant and adopt other relevant protection measures for unavoidable protected plants.
2) Train constructors about environment protection before construction to teach them how to protect the protected wild plants; distribute relevant pictures; and additionally strengthen the propagandizing and teaching works in a manner of issuing brochures and pictures, etc. or organizing constructors’ representatives to learn. Strengthen the propagandizing and teaching works about the protection of the protected wild plants, formulate relevant regulations and supervisory systems, and forbid the constructors to randomly destroy the vegetation activities.
Immediately report and cooperate with the Forestry Department to protect or transplant the discovered protected plants.
Figure 6-1 Diagram for Distribution Position Relation between Newly-built Hajia Railway and Protected
Key Wild Plants in Heilongjiang Province
6.1.3 Impact of project construction on animals and mitigation measures
Impact on terrestrial animals and mitigation measures Impact assessment
Form the barrier impact due to railway construction and operation, improve the habitat fragmentation degree, increase the patch quantity and enhance the heterogeneity, so that the population of the terrestrial wild animals is divided, and their activity range is impactd.
The damage of railway construction to animal habitat is mainly manifested in two aspects, namely railway route selection and construction period. As the railway construction is a trans-regional and trans-basin project, and the animal field has to be divided, the large area required by the animals for living is divided into small areas, so that the natural habitat, the growth, the reproduction and the activity place of the animals are damaged, the living environment of the animals is threatened, and the animals can not obtain enough foods and information.
In addition, the railway self as well as the temporary facilities, the temporary houses and the soil excavating and discarding fields during the construction occupies some land; and the natural environment is damaged by the disturbance caused by excavating the cut, filling the embankment and tunneling to ground surface, so that the animal habitat is damaged to a certain degree.
Mitigation measures
Realize the coordinated development of railway construction and ecological behavior of the animals by adopting systematic and all-around protective measures in the railway planning, designing, constructing, operating process to minimize the impact of the railway construction on the ecological behavior of the animals.
Selecting optimal line
Main animal habitat along the line as well as natural reserve and other areas with relatively rich wild animal resources is not related in the project; and bridges or tunnels should be arranged for water bodies, hilly areas and other sensitive sections to ensure smaller barrier impact and satisfy the walking demands of nearby animals.
Strengthening the management
The management adopts a man-made measure and is related to railway construction and ecological behavior of the animals in the project. The railway planning should not only satisfy the economic demand, but also satisfy the social and environmental protection demands; and the railway construction and operation should be explicitly regulated and seriously implemented. Meanwhile, warning signs should be arranged at the nearby road sections where the animals come and go.
The farmlands, the residential areas and hills, etc. are mainly distributed along the line, the human interference factors are larger, the habitat is seriously damaged and the natural ecosystem is slightly conserved. Thereby, there are poor animal resources and unstable habitats of large-scale animals in areas where the line passes through; and national protected key animals (Refer to Fig. 5-3-1) are not seen during the filed investigation. The national protected animals mainly depend on birds, and most of birds with wider habitat are travelers, which are not propagated along the line and confined at a certain place, so that the impact is less.
Figure 6-2 Diagram for Mutual Distribution Position Relation between Hajia Railway and Protected
Key Animals in Heilongjiang Province
Impact evaluation of noise during the railway construction and operation on bird habitation and breeding The impact of the noise on the birds is mainly manifested as follows: the noise may lead the birds to lose the nesting sites, so that the bird breeding, the food chain and the migration route, etc. are changed.
Impact of noise on birds: the foreign study shows that the sensitive range of the birds to the noise is basically similar to that of people. However, the birds can not hear the low frequency noise like people under the usual conditions, and their optimal hearing threshold is 1-5 kHZ, and the birds can adapt the noise due to great endurance to the noise.
The ambient background noise level (such as leave trembling) beyond the bird habitats is 45 dB averagely, and the background noise level in the bird nests is 56-60 dB generally.
According to some data concerned, the birds in the bird nests can not be impactd by the noise when the noise level is 60 dB. According to the results observed by foreign scholars, the birds in the bird nests will be impactd by the noise when the maximum sound level L max in the nests is more than 60 dB(A).
Bulldozers, excavators, construction machines and other fixed sources as well as concrete agitator trucks, road rollers, various transport vehicles and other mobile sources will generate strong noise during the project construction. Through taking heavy cranes with higher sound level A for example, the noise source level is 90 dBA, which can weaken to 60 dBA at 315 m without any blockage.
Through field investigation, some birds breeding in the evaluation area such as corvidae, fringillidae and other birds will cause the disappearance and the migration of breeding places in the occupied areas due to construction. As the breeding birds in the evaluation area have less varies and larger interference factor, the impact on the breeding birds is less. The foraging of partial birds in the occupied areas will interfered during the construction, so that the foraging place is slightly transferred.
The weak night light from motor vehicles will have less impact on the habitat of phototactic birds and other animals during the operation.
In conclusion, due to the adaptability of the birds to the noise and the position relation between the project and the habitat and breeding place of the protected birds as well as the social and natural activities nearby the proposed railway, the habitat and breeding of the protected birds can not be impactd for a long time during the construction through investigating relevant similar projects.
Impact evaluation of project construction on rare animals along the line Through carrying out filed investigation and consulting relevant data, there are 28 protected species along the line. There are 26 bird species, including 20 Class II state protected birds and 6 Heilongjiang provincial protected birds; and there are 2 provincial protected reptiles.
Refer to Table 5-3-6 for the distribution of protected animals along the line and the impact analysis of the project for details.
Table 6-6 Protected Animals in the Evaluation Area and Impact Analysis of the Project
Ser. No.
Species Name Relation between main habitat and proposed project
Protection Class
Birds
1 Accipiter gentilis Class-II State Protection
2 Accipiter nisus Class-II State Protection
3 Accipiter gularis
They are distributed in the forests and the hilly regions along the line and nested on the tall trees in the forests. Because the areas where the line passes through are mostly parallel to Tongsan Highway and other existing roads or are positioned in a same channel, the hilly areas where the line passes through mostly pass through in a tunnel manner; and their suitable nesting environment is not discovered through field i tigation, so that the project will not
Class-II State Protection
4 Buteo buteo Class-II State Protection
5 Buteo lagopus Class-II State Protection
6 Strix uralensis Class-II State Protection
7 Asio otus Class-II State Protection
8 Falco amurensis Class-II State Protection
9 Falco tinnunculus
10 Milvus migrans
investigation, so that the project will not impact the habitat and the breeding of these birds basically.
11 Circus melanoleucos
They are inhabited on wide low hills, plains at the foots of mountains, grasslands, open fields, river valleys, marshes, bushes in the forest and marsh grasslands and also move in the farmlands and the cultivated lands as well as the grasslands and the forests nearby the villages after breeding sometimes. They are mostly nested on the haystacks on the tower heads of the shrub meadows in the open forests or the ground. They mainly move on the bank of Songhua River through consulting local people.
Class-II State Protection
12 B. hemilasius
They are generally nested on the cliffs or the trees, and its nest is protected by small shrubs. Their activity areas are mainly distributed along the line, where the population quantity is extremely rare. There is no suitable breeding environment along the line.
Class-II State Protection
13 Falco columbarius
They are generally nested on the trees or the cliffs and also nested on the ground sometimes. They particularly like occupying the old nests of crows, magpies and other birds and move in the waste lands and other unused lands along the line sometimes.
Class-II State Protection
14 Bubo bubo They are nested in the tree holes and at the recessions under the cliffs or directly laid at the recessions on the ground. Their activity
distributed along the line, and there
Class-II State Protection
areas are distributed along the line, and there is no suitable breeding environment.
15 Asio otus
They, which are nested in the forest and also nested in the tree holes, generally utilize the old nests of crows, magpies and other birds. Their activity areas are distributed along the line, and there is no suitable breeding environment.
Class-II State Protection
16 Asio flammeus
They are nested in the grass nearby the marshes as well as in rotten tree holes in the secondary broad-leaved forest. The grassland habitat along the line is less, most of cultivated lands are distributed on the periphery, and the human interference factors are stronger, so that the project will slightly impact the Asio flammeus.
Class-II State Protection
17 Circus cyaneus
They are mainly inhabited on the ground of dry reeds on the bank of Songhua River, grasslands or bushes. The inhabit suitable for the Circus cyaneus to nest along the line is less, and the populative structure of the Circus cyaneus in this area during the breeding period is not damaged basically, so that the project will slightly impact the Circus cyaneus.
Class-II State Protection
18 Circus spilonotus
They are mainly inhabited in low-humidity regions. The inhabit along the line is less, and there is no inhabit suitable for the Circus spilonotus to nest due to frequent human farming activities nearby the farmlands, so that the project will not impact the Circus spilonotus.
Class-II State Protection
19 Aix galericulata They are mainly distributed in the water areas of Songhua River and are not distributed at the river sections in the project crossing areas.
Class-II State Protection
20 Bonasa bonasia
They, which are mainly nested at the base of the trees, are also nested on the sunny slopes, at the primary water sections and under the fallen trees and are mainly distributed in the broad-leaf forest in Fangzheng County, are far away from the line, so that the project will not impact the Bonasa bonasia.
Class-II State Protection
21 Dryocopus martius They are nested in the conifer forests and have wider inhabitation range, so that the project will not impact the Dryocopus
Provincial Protection
martius.
22 Anser fabalis
They are distributed on the bank of Songhua River sometimes and nested on the ground; and there is no suitable nesting environment in the impact area, so that the project will not impact the Anser fabalis.
Provincial Protection
23 Hirundo rustica They basically belong to a natural bird living together with people, so that the project will not impact the Hirundo daurica.
Provincial Protection
24 Hirundo daurica Provincial Protection
25 Lanius sphenocercus
They are inhabited in the forests and the bushes; a certain area of bushes will be fell in the project; the Lanius sphenocercus and the Cyanopica cyana utilize other ecological niches suitable for inhabit to breed; and two species of birds have stronger adaptability, so that the project will not impact the Cyanopica cyana basically.
Provincial Protection
26 Cyanopica cyana Provincial Protection
Reptiles
27 Takydromus wolteri With smaller activity areas, they are inhabited in the bushes under the mountains and are not distributed in the evaluation area.
Provincial Protection
28 Agkistrodon saxatilis
They are inhabited on the sunny slopes, which are also discovered on the forest edges and are commonly discovered in the stone cracks on the bank of rivers. They are not distributed in the evaluation area.
Provincial Protection
Figure 6-3 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-I State
Protected Animals in Heilongjiang Province
Figure 6-4 Diagram for Mutual Distribution Position Relation between Hajia Railway and Class-II
State Protected Animals in Heilongjiang Province
According to the investigation on reptile resources along the line and the distribution of rare animal resources in Heilongjiang Province, the areas where the proposed Hajia railway passes through belong to IC3 (Songliao Plain Area) and IC4 (Changbai Mountain and Lesser Khingan Mountain Area) from the view of zoogeographical division. The above analysis results show that the proposed project does not belongs to the distribution area of State protected mammals and Class-I State protected birds and only relates to the distribution area of a small quantity of Class-II State protected birds and partial Heilongjiang Provincial Protected animals.
In order to avoid many ecological interference factors (visual interference and noise interference, etc., in particular to traffic noise and vibration impact) generated by railway construction and operation, the habitats of the animals should be far away from the railway
during the selection, i.e. the inhabit selection of the animals will be changed due to the existence of the railway to avoid the inhabits and transfer the nests. Because the linear project only occupies about 30-m-wide long and narrow area, and Tongsan Highway, national highway G221 and other existing roads are adjacent in the channel, there is no inhabiting and breeding rare and endangered animal basically along the proposed project. In addition, artificial forests, wet lands and other suitable habitats are arranged along the line so as to satisfy the inhabiting, foraging and breeding demands of above birds and other animals. Thereby, the distribution of the protected animals in this area can not be impactd by the habitat avoidance of partial population during the evaluation.
Mitigation measures
Strengthen the management during the construction, reasonably arrange the construction time, avoid the morning-evening peak of the birds during the process of protecting the birds; strengthen the propaganda and the education of constructors, enhance the awareness of protecting the animals and forbid to catch the birds and collect the eggs.
6.1.4 Impact analysis on ecological protection zone The Harbin-Jiamusi rail line to be built will pass through the following areas: the downtown of Harbin and the agricultural ecology area in the suburb(�5-1-1), the Mayi River downstream, the agriculture and soil maintaining ecology area (�4-2-5), the ecology area of agriculture and animal husbandry and soil maintaining of Woken River downstream (�3-2-4), the ecology area of city and agriculture in Jiamusi (�3-1-1).
Analysis of the project impact on Harbin and suburb agricultural ecology area The project passes through this ecology area from the designed starting spot (the Harbin station) to the nearby (BJCK0-CK62). Harbin-Jiamusi rail line in this region mainly involves in bridge and roadbed construction. And the length of bridge is approximately 29.02km, composing about 46.8% of the total length in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production, coordinating with the agricultural ecology area.
In this section, the volume of living water is little, which will not intensify the excessive picking of ground water of the city. The project will destroy the vegetation for a certain area, but it will compensate to vegetation’s destruction in a large degree with the finished temporary land’s reclamation, afforestation, the afforestation toward the transplanted arbors and shrubs and such grass on both sides or the roadbed side slope. Therefore, it will not be obvious to the urbanized warming impact. In the Binxi station and the Bin County station, sanitary sewage respectively is 10m3/d, 21m3/d, entering sewage treatment plant after the septic tank processing, the sewage water quality satisfying “Sewage Synthesis Emission standard” (GB8978-1996) the third-level standard, which will not affect the water quality of the Songhua River. In this section, the coal boiler is used, with the standardized air pollutant emissions, nearly not influencing Harbin’s winter mist and dust pollution. Based on the above possible environmental problems the railroad may produce and the ecology area faces, there is the assessment that the project will not affect the ecology function area.
Impact analysis of the project toward the Mayi River downstream the agriculture and soil maintaining ecology area This project passes through this ecology area from Bin County nearby (CK62) to the about spot (CK245), 8km from the south west of Yilan County. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 93.9km in length, approximately composing 51.3% of the total length in this section. The designing of
large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production and the backfilling of the bridge waste(dregs) will reduce the soil erosion, both coordinating with the agriculture and soil maintaining ecology area.
The main ecological environment problems are that the slope farming soil are mostly albic soil, with poor water permeability, extremely easy to cause the soil erosion; The quality of the forest is relatively bad and the ecosystem service function is weak. In addition, in the area the Mayi River basin is the extremely important area for the soil maintenance. The construction will inevitably bring about the soil erosion to a certain extent, but with the end of the construction perturbation’s conclusion, the soil erosion will be effectively controlled with the implementation of the construction and plant-protecting measures on both sides of the railroad. Besides, it is appraised the soil erosion in this section.
Impact analysis of the project toward the Woken River downstream the agriculture animal husbandry and soil maintaining ecology area This project passes through this ecology area from the spot (CK245), about 8km from the southwest of Yilan County southwest to the point (CK297), about 10km from the northeast of Hongkeli Station. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 26.8km in length, approximately composing 51.5% of the total length in this section. The designing of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production and the backfilling of the bridge waste(dregs) will reduce the soil erosion, both coordinating with the agriculture and soil maintaining ecology area.
The main ecological environment are the following: The multiple-crop index of agriculture is high and so is the agriculturally-used chemical’s investment, and also the surface source of pollution is relatively serious; The vegetation coverage fraction is low and soil erosion is in existence. In the area the Songhua River basin, the Woken River basin and the Mudanjiang basin are the extremely vital areas for soil maintaining. This area is moderately sensitive area for soil erosion.
Collectively connecting with the ecological environment problems in this area, the main impact of the project on this ecology area is soil erosion in the construction period, but which does not involve in the desertification-controlled vital areas of the soil. Therefore there is the assessment thought that the conservation of water and soil should be strengthened for this section in the construction period so as to reduce the quantity of soil erosion.
Impact analysis of the project on the Jiamusi towns and agricultural ecology area This project passes through the northwest of the ecology area from the spot (CK297) about 10km from Hongkeli Station to the end point (CK338+670), Jiamusi Station, which does not cover the highly sensitive areas of biodiversity and sensitivities or water polluted moderately sensitive areas along Songhua River basin. It is thought that the main impact of the project on this ecology area is the possible soil erosion to a certain extent. Harbin-Jiamusi rail line in this region mainly includes bridge, roadbed and tunneling, with the bridge about 22.09km in length, approximately composing 53.01% of the total length in this section. The use of large-proportioned bridge will to a certain extent diminish the destruction to the local agricultural production, coordinating with the agricultural ecology area.
6.1.5 Environmental impact analysis and mitigation measures of roadbed project
Impact analysis This design includes 487 individual roadbed construction sites, with the total length of 150.142km, occupying 44.54% of the newly-built total length. The construction types are mainly the moat slope protection and the deep cuts, sticky earth embankment, the soft ground embankment and so on. For details sees Table 5-3-7.
Table 6-7 special roadbed construction point list
Serial number
Type Length�km� Construction number�spots�
1Embankment slope proofing
18.168 101
2Low embankment slope
7.652 20
3Sticky earth embankment
31.772 131
4Soft ground embankment
15.537 46
5Moat slope proofing and deep cuts
64.973 168
6 Inflation cuts 3.964 9
7Cuts along the level
1.026 3
8 Groundwater cuts 0.854 2
9Soaking embankment
4.966 7
Sum 150.142 487
Before the slope protection project completes, the roadbed slope face will meet with the following outcomes if not protected properly, especially after the cross section excavated: If in storms, it is easy to wash the slope face, bring about soil erosion, cause the side slope to collapse so as to possibly destroy and even wash away the vegetation and the farmland nearby the roadbed, and also possible to cause that has embankment near the rivers to stop up, to compress the rivers and the drainage ditch.
Mitigation measures Related protection is done to different side slopes and both sides of the roadbed on the condition that it is safe and stable for the entire roadbed, stations, and the principal part of bridges and ditches. And the perfect dewatering excavation is designed to on both sides of the line and the stations, with high-standard designing and satisfactory water-passing capability.
Protection of the slope face of embankment
The protection of the slope face of embankment should act according to the height and padding nature and the like of the embankment. The identical labor usually uses the identical protection forms and in ordinary circumstance the following protection is used:
1) The qualified padding is filled to the low embankment 2.7m below the roadbed face according to the foundation-bed requirement.
2) The slope face of low embankment uses the planted amorpha fruticosa to protect.
3) The common embankment with the height H�2.5m, uses 3×3m concrete arch-type skeleton of the C25 belt shutting to protection, with skeleton thickness 0.6m, and amorpha fruticosas planted in the skeleton. When the embankment is higher than 5m, every other 0.6m a bidirectional earthwork grill is laid down from the toe of slope to the foundation-bed surface layer, horizontal width 3.0m.
Water immersing embankment
1) Pit immersion
Protection elevation is equal to pit bank elevation and 0.3m. Protection berms in elevation place are designed together considering the berms with freezing and inflating-proof berms, with the width 2.0-3m. Above the elevation, the side slope of embankment is designed according to the common embankment. Below the elevation, the side slope of embankment can degrade a level. Below the elevation water is pumped, silt is digged and water infiltrating soil is reclaimed.
2)Bridge head immersion
The protection elevation is equal to the many-year meeting design level, the height of attacking waves, backwater height and 0.5m. The protection berms in elevation place are designed with the width 2.0-4m. Above the elevation, the side slope of embankment is designed according to the common embankment. Below the elevation, the side slope of embankment can degrade a level. Below the elevation water infiltrating soil is reclaimed. In the pumping difficult section, slabstone is thrown and filled from below general water level plusing 0.5m. In the protection berms and the slope face below them and M7.5 cement mortar slabstone or dry slabstones of 0.3m in thickness are used to protect the slope. Under the protection slope is crushed stone layer, with the thickness 0.15m and the foundation pattern basis is determined according to washout depth. Generally the bucket foundation is adopted: The bottom extends to 0.6m, with burying depth 1.0m. Above the protection elevation, the protection is carried on according to the principles of the slope face protection of embankment. In the shoal place, when the speed of flow is bigger than 4m/s, it is considered to thicken the layers of the slope with mortar slabstones. In the section, when the washout depth is bigger than 0.5m, the foot wall foundation is established.
Deep cut and moat slope protection
1) The slope of cut slope basis is established according to engineering geology and the hydrogeological conditions, the ground category, the side slope altitude, combining with the factors, rock mass structure, structural plane occurrence, decency degree and so on.
2) Moat slope protection: The slope of cut generally uses M7.5 to back the wall and the slope with mortar slabstone and the skeleton. To the moat slope higher than 25m highly or the steep rock moat slope, generally the gravity bulkhead wall is used to reinforce or the pile wooden fence is used to pull the slope.
Inflation earth cuts
In this section, the inflation earth is mainly located along Dalian River~Ilan (CK245+470~CK248+520), geologically belonging to late third system and mudstone under the Cretaceous system and between the spot Korean hat ~ Jiamusi (CK306+600~CK327+200) in the Cretaceous system the series tuff entire regolith, with the weak ~ strong expansibility.
1) The 0.4m graded broken stone is filled to the foundation-bed surface layer and to the bottom 2.3m non-heave padding is filled. In the lower part of the foundation-bed surface layer is established two-pieces-of-cloth and one-membrane airtight water and earth worker cloth(600g/m2), with high and low respectively coarse sand breaker strip, 0.1m and 0.05m in thickness.
2) When the side slope of cut is smaller than 10m in length, at the toe of slope is designed a 2~4m high retaining wall, the retaining wall slope 1:0.25. Behind the wall, is designed crushed stone inverted filter of granulated clamp, 0.5m in thickness. Behind the top wall, a 2m wide platform is designed, above it moat slope 1:1.5~1:2, one level every 6m, between two levels the side slope platform 2~3m wide and 0.4m thick; The slope face uses 3×3m the belt shutting arch-type skeleton, in the skeleton lays down the C25 concretes hexagon hollow slug, in the block amorpha fruticosa planted to protect.
3) When the moat slope of inflation earth cut is higher than 10m, the pre-reinforcement anchor pile is designed at the toe of slope, pile 8m long. The moat slope above top moat is 1:2, one level every 6m, between two levels the side slope platform 3m wide and 0.4m thick; The slope face uses 3×3m the belt shutting arch-type skeleton, in the skeleton lays down the C25 concretes hexagon hollow slug, in the block amorpha fruticosa planted to protect.
Soft ground embankment and sticky earth embankment
1) Qualified padding and attacks roller compaction processing is adopted as loose soft soil and loose, slightly dense granulated substance class earth is located within 2.0m of the surface, at the same time above underground water level. And forced tamping is used when surface element earth fill, mixed filling earth and common sticky earth is located within 2.0~4.0m scope of the surface and at the same time above underground water level. After the tamping, on the top is laid down the 0.5m thick crushed stone breaker strip.
2) When the loose soft soil and sticky earth depth are bigger than 4m, the CFG pile reinforcement is generally used, with the computed length of the pile long basis, and in principle penetrating the weak level to the hard bottom. Regarding the soil texture stratum of the fourth system, it should be inserted into the granulated soil layer or the hard plastic viscosity earth, with the general depth not smaller than 2.0m. The entire regolith not less than 0.5m should be inserted into the underlying bedrock section. Subsidence examination should be carried on to the bedrock entire regolith of loose and low modulus compression. The processing scope is between two toes of slope (not including the lower part of non-heave berms), with CFG pile 0.5m in diameter, the square arrangement, spacing 1.5m, the head of pile having breaker strip, 0.6m in thickness (crushed stone 0.15 +sand mat 0.3 +crushed stone breaker strips 0.15), in the breaker strip laying down 2 earthwork grills (tensile strength 100kN/m). When the pile is longer than 20m, the reinforced concrete pile cap is added to the top of the pile, 1×1m in size, and 0.35 in thickness.
Earth-retaining wall
1) In the embankment section, the weak toe of slope should be filled to pull the embankment to avoid the thin strip roadbed or to avoid the embankment taking up or pressing the existed
buildings such as the designed road shoulders or embankment earth-retaining wall by constructing road shoulders or the embankment breast wall and so on. In the cut section, the breast walls are designed to reduce the height of the side slope, to guarantee stability of slope and reduce the excavation of cubic meter of earth and stone.
2) The embankment wall or cut wall between the sections is mainly gravity-typed. In the station the breast wall should be of the reinforced concrete cantilever or the buttress type. In the horizontal -longitudinal project of Jiamusi key transportation systems, gravity-typed breast walls are designed on both sides of approach of the intersected bridges. When the supporting capacity of the breast wall basis can not meet the requirement, reinforcement processing should be carried on regarding the ground situation.
Seasonal frozen earth roadbed
This section lies in severely cold area, so the freezing precaution is the key point in the designing of the embankment, for which the following measures are adopted: the limitation of the embankment minimum altitude, improving of roadbed padding or foundation-bed structure, establishment of aquiclude and the elimination of table water and ground water and so on.
1) Limitation of the embankment minimum altitude
The height of the embankment should be in principle bigger than freezing depth +0.5m. The road shoulder in the yearly water-accumulated areas should be above the ordinary water level and not smaller than freezing depth +0.5m.
2) Improving of the embankment padding
Fine-grain content control of the foundation-bed surface layer should be strengthened. Based on “Passenger transportation Special line Foundation-bed Surface layer Graded broken stone Temporary Engineering factor”, the foundation-bed surface layer padding should simultaneously satisfy: The fine-grain (pellet particle size �0.075mm), the content is smaller than 5%, smaller than 7% after compaction; the post-compaction soaking coefficient is not smaller than 5×10-5m/s.
Group of A and B of non-heave padding is filled to the foundation embankment including the upper of the culvert and the non-heave padding is the fine-grain (pellet particle size �0.075mm); the content is smaller than 5% and smaller than 7% after compaction; the post-compaction soaking coefficient is not smaller than 5×10-5m/s.
3) Establishment of the aquiclude
In the lower part of the foundation-bed surface layer is established two-pieces-of-cloth and one-membrane airtight water and earthworker cloth, with high and low coarse sand breaker strip, respectively 0.1m and 0.05m in thickness.
Subgrade drainage principle of designing
1) To reduce the investment of strengthening works, the drain should be designed depending on the geographical conditions. It is better to choose good places in geology. The outlet of drainage should be connected to the natural ditch river, avoiding irrigation of the farmland directly. When the ground transversal grade is not obvious, it is necessary to construct outlet on both sides of the embankment. The plane of drainage should use the straight line as far as possible. Its radius is not smaller than 10~20m, if curve is necessary. The length of the drainage is decided according to the actual need, usually suitably in 500m. The lengthwise grade of the drainage is not smaller than 2 ‰. The grade can be reduced to 1 ‰, only in the
special difficult situation, as smooth ground or counter-slope draining. The cross section should be carried on the computation according to the capacity of 1/50 flood frequency .The most light-sized of the drainage is 0.6×0.6m, the side slope 1:1, it should be defended with mortar rubble masonry 0.3m M7 in thickness.
2) One-sided or the two-sided gutter is established outside the edge 5m of the cut .The lengthwise grade is not smaller than 2 ‰. In the deep cuts made of different stratum, catch drain is established on the platform of the middle of side slope or in the dividing places of the different stratum. The rectangular side-gutter, 0.6m wide and 0.8m deep, is adopted in the soft crag cuts, the strong decency flinty crag cut and the soil cuts, using the concrete prefabricated component in masonry building or using the slabstone concrete for scene watering construction. On one side of the line, water emitting hole should be reserved and concrete top panel should be added to. In the side-gutters listed above, the drain gutter and the catch drain of the side slope platform, M7.5 mortar slabstone or the C15 concrete prefabricated component is used in masonry building.
Embankment temporary protective measures Temporary steep slope excavation protective measure
When excavating the roadbed on the steep slope, the iron wire netting should be used to carry on obstruction and excavation the cubic meter of earth and stone under the slope, avoiding the destruction of downstream vegetation, the farmland and the traffic equipment. The netting is 2m in height. It should be fixed in the roadbed downhill to uses the boundary place. Line (1:2000) and the line profile diagram (1:2000). The length of the roadbed for iron netting is 60.47km. Among them, Harbin 4.40km, Bin County 18.50km, Fangzheng County 20.16km, Yilan County 7.40km, and Jiamusi 10.01km.
Temporary draining water measure in roadbed construction
The engineering project locates in the area where the precipitation mainly focuses from June to September. Therefore, the temporary draining water measure is not allowed to be ignored in the roadbed construction.
In fill section, chute should be established every other 50m over the edge of the roadbed’s two sides. In the section of partly digging and partly filling, chute should also be established every other 30m .The two has the loudspeaker shape of the mouth. Chute should be closely connected with the waterproof platform with the trough width 0. 5m, depth 0.5m. Lower part the chute along the roadbed direction should be build with earth drainage. The mouth of the cross section is 0.9m wide and 0.3m deep, the mouth of the bottom extends 0.3m and the side slope 1:1. The chute should be installed with the earth knitting bag, laid down along the side slope. The install should guarantee that the knitting bag joint is close and smooth, and meets with the earth drainage. It makes discharge of the rain water smoothly from the roadbed scope to natural draining system. The earth loading knitting bags should be abandoned to neighbored dregs field. Sedimentation basin should be built every other 100m, its size is: 1.5m×3m×1m. Sand collector silt in the basin should be cleaned up and taken
away regularly in the construction period so as to subside the runoff silt and reduce the runoff speed of flow.
In order to prevent the rain water of the embankment from flowing off willfully, washing away the side slope, both sides of the filling embankment, (or partly digs partly fills in roadbed flank), a long strip waterproof ridge should be established in the place of the road shoulder. Size for the cross section is: top width0.3m, 0.5m high, pitch 1:0.5. It should be connected with the trumpet of the chute after being strengthened. It can gather rain water to chute and discharge them.
Outside the earth or stone excavation section, roadbed draining water should be considered about the temporary and permanent impact. Firstly draining gutter should be constructed to prevent the external catchment of water from washing the excavated slope in rainy season.
This time altogether 51.52km of water-resisting ridge is established and 34.35km earth knitting bags for current ridge is designed.
Temporary protective measures of regolith
This time the peeled surface soil from the roadbed is used in afforesting along the route and secondary ploughing in abandoned dregs field. Therefore, the stripped regolith should be collectively piled in the roadbed land-levying scope according to different sections of route and terrain, to afforest along the route and secondarily plough in abandoned dregs field. The regolith should not be piled at will in solicits land outside the scope. The disturbing surface area should be expanded. This roadbed altogether strips the surface soil 75.46×104m3. In order to prevent the soil erosion of the surface soil in the temporary stack period, this project is designed to install the earth knitting bag in peripheral stack field to obstruct temporarily, built in trapezoidal cross section, 0.5m top wide, 1.0m high, 1.1, bottom wide, piled 4m high equally. And the dense item of net is used in the surface. After computing, temporary protective measures and the resilience in the roadbed area, sees Table 5-3-8.
Table 6-8 Temporary embankment protective measures
Item Unit Harbin Bin county
Fangzheng county
Ilan county
Jiamusi Sum
Length m 7577 12414 15942 13046 2544 51524
Water-proof ridge
Cubic meter of earth
m3 2076.22 3401.52 4368.05 3574.56 697.14 14117
Length m 5052 8276 10628 8697 1696 34349
Current groove
Earth knitting bag
m3 3788.73 6207.15 7970.89 6522.91 1272.15 25762
Length m 7654 12540 16103 13178 2570 52044
Temporary drainage ditch
Cubic meter of earth
m3 1377.72 2257.15 2898.50 2371.97 462.60 9368
Quantity item 77 125 161 132 26 520
Sedimentation basin
Cubic meter of earth
m3 344 564 725 593 116 2342
Iron net fence m2 8800 37000 42120 14800 20020 122740
Knitting cloth coveragem2 17820 9100 135051 115236 184570 461777
Earth piling quantity
10,000m37.65 22.21 22.92 16.26 6.42 75.46
Earth knitting bag retaining wall
m3 2866.4558322.0878588.124 6092.6222405.57428274.862
Temporary measures
Temporary earth piling protection
Dense item of net coverage
m2 19507.5 56635.5 58446 41463 16371 192423
6.1.6 Environmental impact analysis and mitigation measures of bridge building
Bridge building survey The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28% of the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88; double-line large bridges are 15084.71 double extension meter/53; double-line moderate bridges are 206.46 double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one. The number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels, the culvert is 1.90 for each kilometer.
In this project, the designed flood frequency of the bridge and culvert is 1/100, and the Ilan Mudanjiang extra-longbridge uses the frequency 1/300 for examination and calculation.
The main river characteristic and watered pillar establishment of the cross river bridge water along the line sees Table 5-3-9.
Table 6-9 Water pillar establishment situation of main river characteristics and cross river bridge
along the route
Serial number
Railway central course
Name of bridge
Century flow(m3/s)
Century water level
m
Designing flowing speed
m/s
Rrdinary water level pillar
Pillar number on drying water level
Basic type
1 CK7+699.99
Harbin especially large bridge
2037.0
40 / Hole-drilling stake
2 CK35+919.27
Feiketu River especially large bridge
1400.19 145.0072.95 2 / Hole-drilling stake
3 CK90+084.85
Jiaban River especially large bridge
769.03 140.2982.86 3 / Hole-drilling stake
4 CK161+924.58
Mayi River especially large bridge
6520 112.7102.07 30 / Hole-drilling stake
5 CK201+582.82
Large Luomi River especially large bridge
526.9 10.381 1.23 13 / Hole-drilling stake
6 CK206+307.5
Small Luomi River especially large bridge
682.44 104.9812.26 4 / Hole-drilling stake
7 CK249+860.3
Ilan-Mudan River especially large bridge
14670 101.8024.13 7 / Hole-drilling stake
8 CK253+845.88
Ilan-Woken River especially large bridge
3660 99.992 2.97 4 / Hole-drilling stake
Key bridge specifications
• Feiketu river extra-longbridge
Feiketu river especially large bridge is entirely 1601.15m long, central course CK35+919.27, located at a 6000m-radius circular curve, an easement curve and a straight line. This line spans Feiketu River in the position CK37 + 05, an angle of intersection for 94° with this river. The opening cross model of the entire bridge is: (2-24m) double-line prestressed concrete simple support box bean + (52-32m) double-line prestressed concrete simple support box beam +1 unite (12+16+12m) double-line steel-framed continuous beam, spanning 1795.1m; The entire bridge uses the round-tipped entity bridge abutments; The pier is in a form of Chinese character “one”; The foundation uses stakes, with the basis stake’s diameter 1.0m and 1.25m; The preliminary idea is like the following: the scene prefabrication is for simple support box beam to construct while steel-framed continuous beam uses the support for cast-in-place construction.
Mayi River especially large bridge
Mayi River especially large bridge spans for 9097.60km, central course CK161+924.58, located at a 8000m-radius circular curve, an easement curve and a straight line. There is not any special grade intersected path, and in principle the bridge span uses 32-meter simple support box beam to pass. Then opening cross model of the entire bridge is: (278-32m) double-line prestressed concrete simple support box beam.
The bridge spanning scope involves the farmland, the farming, and the soil texture is the granulated clay. The Mayi River bed is the granulated sand, both banks sandy soil. At the shore is the farming. The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water. The surface water in the bridge site is from Mayi River, a seasonal river, whose bed is steady, and whose course is smoothly straight; In reconnaissance period the principal river bed is approximately 100m wide, water breadth approximately 40m, water depth 0.5~3.0m.
In the bridge site distributes the holocene alluvium (Q4 al) of 4th system, early pleistocene diluvium (Q3 al+pl) and middle pleistocene diluvium (Q2 al+pl). In the bridge site area the biggest freezing depth of soil is 2.05m; The acceleration of seismic peak value is: 0.05g (basic earthquake intensity�).
The entire bridge uses the round-tipped entity bridge abutments. The pier is in a double-line form of Chinese character “one”. The foundation uses stakes, with the basis stake’s diameter 1.0m and 1.25m; the scene prefabrication is for simple support box beam to construct. In Mayi River the foundation uses the steel-plated stakes for cofferdam construction.
CK164+000 right side of Mayi River CK162+160 right side of Mayi River
• Yilan Mudanjiang extra-longbridge
This bridge is designed to span across Yichen highway, the Mudanjiang river course and dam, the central course, CK249+860.3, total length 1834.3m. Surmounts the Mudanjiang main river channel in the scope of CK249+350~CK249+745, surmounts main course of the Mudanjiang and the course span is approximately 400m. The cross section of the river is U-shaped with pebbled riverbed. The line is between the water junctions of two current in the Mudanjiang River and 1km downstream is the old Tong-San freeway bridge. The river course in the bridge site is smoothly straight. In the main channel the current of water is massive, and along the beach is planted 20-30m-wide floodproofing forest. There is neat slabstone to protect the slope on the Mudanjiang floodproof.
The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water. Mudanjiang is approximately 500m wide, with water running all the year and water depth about 10m.
Intersect point of main & inferior river course of Mudanjiang Mudanjiang bridge in Tong-San freeway
Decision ground of bridge opening:
Navigation
The site of the planned Mudanjiang extra-longbridge is located at the Mudanjiang main current, about 1km apart from the downstream Mudanjiang extra-longbridge in Tong-San freeway. Ilan section in Mudanjiang is now V-Level navigating course, with the capability of passing for 500-ton barges. The clear width is not less than 50m according to Heilongjiang river system standard of national V-level navigation course.
Overpass
The line is at the location CK249+260, from above spanning Yichen highway. The requirement of the overpass is clear width times clear height: 8×4m, the overlapping angle 96°07'. 32m simple beam is planned to span in this designing.
Bridge-type plan:
Impactd by the existed bridge and navigation of Mudanjiang, 10-opening 64m simple beam is planned to use in the spanning of Mudanjiang to meet the requirement of navigation and put the bridge to the hole as the existed bridge in Tong-San freeway. The others use 32m simple beams to span. The entire bridge opening cross model is: (36-32m) double-line prestressed concrete simple support box beam + (10-64m) double-line prestressed concrete simple support box beam, spanning 1834.3m.
Preliminary suggestions of construction:
32m simple support box beam uses the prefabrication construct, and 64m simple support box beam uses movable frame to construct. In Mudanjiang the foundation of the abutment uses the steel-plated pile for cofferdam construction.
Ilan Woken River extra-longbridge
This bridge is established for Woken River and its bank passing Yilan County nearby in Harbin-Jiamusi rail line project, central course CK253+845.88, entire bridge 1247.3m long. The surface breadth of Woken is approximately 100 meters, approximately 1-4 meters deep.
There is running water not plant in the main channel at the bridge site. Rubbled stones silt riverbed. The side sandbank in small course is approximately 100m wide, usually anhydrous, mean depth of hydraulic maximum approximately 3m. The river course is curving in the bridge site, the bridge located right at turning point. The century current capacity is 3660 m3/s at the bridge site. The groundwater in the bridge site is mainly hole groundwater of 4th system, supplied by atmospheric water and river water, soaking coefficient: powdered clay k=0.05m/d; gravel sand: k=5.0m/d; thin round gravel soil: k=20.0m/d.
The entire bridge opening cross model: (2-24m) double-line prestressed concrete simple support box mean + (32-32m) double-line prestressed concrete simple support box beam +1 unite (40+64+40m) double-line prestressed concrete continual box beam. It is planned to use 32m double-line span across this river, 40+64+40m prestressed concrete continuous beam used to surmount the bank. Simple support box beam uses the prefabrication for construction, 40+64+40m prestressed concrete continual box beams used for hanged pouring construction.
Woken River landform at the bridge site Woken River dike
Impact analysis and mitigation measures in construction period Impact analysis of the cross-river bridge construction on water environment
The impact of the cross-river bridge construction on water environment includes the following aspects. T he mud deposit at the bottom will be stirred because of foundation of the abutment, pillar body and temporary support and so on in construction and then the suspension in the water is increased and the water quality is polluted, which will brings the adverse impact to the water body. Although this kind of impact will vanish with the end of the construction, but the impact is serious, not allowing for neglecting. Besides, the environmental impact is also possible because of the mechanical oil leak in the construction.
The bridge foundation construction flow sees Figure 6-5. Seen from the actual construction process analysis, the suspension in the construction period are mainly from cofferdam, water extraction from the cofferdam, the mechanical hole drilling and cofferdam demolition. While compared with the above process, the suspension is much less from pile grouting-in, platform-bearing abutment construction, maintenance, bridge floor, reconditioning, which impacts relatively little after taking some protective measures.
Figure 6-5 Bridge construction flow schematic drawing
The concrete analysis of the bridge construction about key pollution links is as follows:
a. The cofferdam and the demolition construction: In the basic construction of the bridge, with the cofferdam or the trestle and their demolition, the bottom silt and sand of rivers will be stirred and the opacity of partial waters is enhanced. The density of the suspension is increased instantly, which will in a certain degree impact the water quality around the construction area. Concerned data show that the amount of the suspension in the course of cofferdam is 0.9-1.75kg/s.
Cofferdam water extraction from the cofferdam
mechanical hole drilling
Mechanical earth filling & pile grouting-in
platform-bearing abutment construction
maintenance
operation
Bridge floor construction
cofferdam demolition, hoisting precast slab and box beam
reconditioning
b. Water in cofferdam: Besides that the suspension from the process of cofferdam directly releases and goes into the water body, a great deal of suspension keeps in the water of the steel pipe cofferdam. The water in cofferdam is generally extracted first into the multistage sedimentation ponds outside the dike and then into the water body after precipitation. The production quantity of cofferdam water is concerned with such factors as pressing depth of the pipe pile, the pile volume, water extraction and so on. According to the estimate data for suspension production in the construction of the bridge, when the pipe pile with water inside is pressed underneath steadily, the amount of the suspension in the extracted water is 0.1-0.5 kg/s.
c. Mechanical hole-drilling: The dregs (bottom mud) from hole-drilling contain little moisture; if ejected at will, they will also greatly impact the water quality of the construction area. Generally the drilled dregs do not enter the water body but enter the slag pot nearby the drilling pile and are sent into the prepared sedimentation basin on the bank after the pot is full. After precipitation, the base mud is used for farming, afforesting or dealt with by municipal department after drying. The upper clear part can be used in water circulation or dispersed into the water body. In this part, the density of waste-water suspension reduces to below 60mg/l.
Table 6-10 The suspension quantity in bridge foundation construction process
releasing speed and density of suspension main construction
course general cofferdam protection
steel cylinder cofferdam protection
note
cofferdam and demolition course
1.75�1.33�kg/s� 0.90�1.2�kg/s� no suspension release after the completion of cofferdam
water in cofferdam
0.31�0.5�kg/s� 0.1�.0.5kg/s�steel tube protection, dregs after the instant sending away of drilled holes
dreg sedimentation basin
before precipitation 500~1000 mg/l,
after precipitation�60 mg/l
sediment in the dregs field out the dike
Forecast and analysis of suspension proliferation density in construction process
By the above analysis of construction pollution, massive increase of water suspension caused by the construction have negative impact on quality of partial waters, thus affects the living environment of aquatic organism. For an accurate understanding of the influential area and the degree caused by construction process, two-dimensional mix pattern of stable state of river is adopted to evaluate and predict the mixture degree and scope of the spread and mixture of the suspended proliferation in the Mudanjiang extra-longbridge water. The prediction take the single pillar work as the basic operating mode and regards each bridge pier as the continuous drop discharge source of suspended substance. .
Prediction mode
( ) ( )
]}4
)22(exp[]
4
)2(exp[
)4
{exp(2
,
22
2
2/1
xM
yaBu
xM
yau
xM
uy
xuMH
Qccyxc
yY
yY
pph
−−−++−+
−+=π
Where, c is the pollutant density; H is the water depth; a is the distance from emission point to the shore; My is the crosswise mixed coefficient; u is the water speed of flow; B is a river width; Qp is the discharging quantity of wasted water.
Parameter determination 2/1))(0065.0058.0( gHIBHMY += 100≤gHI
where, I is riverbed gradient.
Source intensity determination
According to the analysis of construction pollution, suspended substance is released most during the process of coffer dam and weir opening. Take this process as source intensity, dereferencing 1.2kg/s.
The state of prediction
Predict suspension concentration under the normal construction situation in the low water season.
Prediction results and analysis
Input parameter, the proliferation scope of the suspended substance during bridge construction process. Area of enveloping line and concentration value-added of suspended substance and affected distance of the upstream and downstream is as follows. See Table 5-3-11, 5-3-12 respectively.
Table 6-11 Concentration value-added of suspended substance and area of enveloping line during
construction period
unit: km2
Concentration value-added of suspended substance�State of suspended substance 5mg/l 10 mg/l 15 mg/l 20 mg/l
Diffusion area 0.08 0.010 0.005 0.001
Table 6-12 the biggest affected distance and concentration value-added of suspended substance
during construction period.
Unit: m
Concentration value-added of suspended substance�State of prediction
The largest affected distance
5 mg/l 10 mg/l
Construction of single i
upstream 346 87
downstream 864 239 pier
Lateral diffusion breath
52 23
The result indicated that during cofferdam and demolition ,when single pillar works, the waters area is 0.01km2 in which concentration value-added of suspended substance �10mg/l . The suspension density �10mg/l. Affected impact distance of upstream is 87m and downstream 239m.The maximum diffusion breadth is 11.5m (take bridge pier as center). Obviously the suspension area of impactd is only restricted in nearby work and the area of impactd is limited.
When two close pillars work at the same time, density of suspension possibly will double, depending on the water pillar spacing and the lateral divergence width of suspension. Table 5-3-12 shows that affected distance is 11.5m crosswise in the bridge pier one side. Therefore, even if construction is carried out simultaneously between the neighboring two bridge piers, the suspension density created by each pier is independent and proliferation does not superimpose mutually.
According to the standard of national fishery water, the increase of suspension caused by man should not surpass 10mg/l. During this bridge construction, the water area with suspension density over 10mg/l is very limited. Therefore, the construction has little impact on the environment of fish living.
During cofferdam and demolition period, the time of disturbance of river bed bottom mud lasts a short time. Massive suspended concentration gather in the coffer dam of steel pipe. And the increased suspended concentration will not further impact water quality with the completion of cofferdam and demolition.
Impact of mechanical oil leakage
Because machinery is electrically operated primarily, the occurrence of mineral oil leakage can be avoided. Even partial machinery operates on machine oil or the lubricating oil with limited quantity. Generally, water will not be polluted with strict management of construction so long as the strict construction management will not have the pollution generally.
Suggestion of water pollution prevention
a. River crossing bridge’s foundation construction should be carried out in the dry season, avoiding the impact caused by mud and mechanical oil leakage during rainy season. Simultaneously, the Construction should optimize the plan of construction and adopts the most advanced construction craft, the scientific management as far as possible. Enhance the construction progress under the construction quality. Shorten the submarine operating time as far as possible and strengthens the management and the maintenance of construction equipment. Avoid the leakage of contaminating material as petroleum and the leakage of building material which and reduces the water pollution as far as possible.
b. During the construction period of main bridge, the dregs, wasted material and life garbage are not allowed to discharge in to the construction waters. Temporary restroom and trashcan should be built in the platform of the site. It should be cleaned regularly and delivered to the bank. Measures are as follow:
� During the construction of pier, sediment barrel should be built nearby the drilling poles to deposit the mud dregs. It should be shipped to sedimentation pond when filled.( slush pit
and sedimentation pond is built on the bank). The wasted water is cycled for reuse. Desiccated mud should be loaded and shipped to dreg piled field. Do not throw mud dregs and slush into the river course. After the construction, slush pit and sedimentation pond should be filled to restore the plantation of ground surface.
� Before the construction, based on the amount of piers, the designing department should put forward a scheme concerning the dreg piled field, and ways and surfaces. The field should not be built along two sides of bank. Dams should be built surrounding the field before drilling the dregs. Thus, the wasted will not form the mud flow to pollute the farmland. Flowing wastes, like slush, can first be solidated and then piled. Pillar construction in the water is carried out in dry season. After completion, the field should be improved and processed with filling and afforestation and the planting of trees and grasses.
c. Certain buffer distances, generally above 20-30m, should be kept between the construction location and the bank to prevent the pollution of water body. Sanitary sewage of constructors and production wasted water cannot be dispersed into the water body.
d. The location of cement mix should be beyond residential area 300m. Cement must be deposited away from water and rain. Mixer and other materials must be piled in the material field. Wasted water must be cycled for reuse. Wasted water can be discharged when it reach the required standard. When mixer shipped to pier, the material spray can affect the water quality. Station of mixer must have dedusting equipment, avoiding the pollution of air and water.
e. Because of the scattered construction batalior, collective process of the wasted water is difficult. So it is suggested to build dry restroom in the camping area. Dry restroom is suggested to build and cleared promptly and regularly. Avoid the float of sewage during rainy season.
f. Regarding the construction place with oily sewage, a small-sized oil removal, and base sump should be established. Oily sewage can be discharged after oil filter.
g. In the construction machinery maintenance point, hardened ground and desiccation groove should be established at the construction machinery maintenance point to prevent the machinery maintenance and cleaning sewage from polluting the water body and soil. Examination and maintenance should be strengthened about the construction machinery with strict management to defend the machines’ oil against running, braving, dropping and leaking.
h. The awning lid should be established in the material piled field if inside it are some particular materials such as asphalt, cement and so on, so as to avoid the pollution toward environment because of the outflow in rain washing.
i. Relieving measures of the impact on fish
�Because the dog-legged steel cofferdam is used in some foundation constructions such as that in Ilan and Mudanjiang extra-longbridge, in the shallow water part the steel-plated pile is inserted for cofferdam construction. The low frequency noise is weakened in the conduction melt with air noise into the water. In construction, it is suggested that the low frequency acoustic source be put at the bottom of the water and then put into the steel cofferdam after the fish is driven for a period. The protective measures should be taken promptly for the fish in the course of mud absorbing, bottom covering and water pumping.
�Try to use advanced construction equipment and ships of the low frequency noise and pay attention to the daily maintenance and reduce the construction noise; close the floor system of the bridge and reduce the acoustic level spreading to the water.
Temporary protective measures of bridge construction
In order to effectively avoid the different kinds of soil erosion in the bridge construction, the following measures are newly increased, measures of waste earth resisting, mud dealing and management.
a. In the bridge levying area, the temporary waste earth field is established to collectively pile the waste earth. The temporary resisting measures are designed to use rack to fill in earth forming a ladder shape, with the top breadth 0.5m, height 1.0m and bottom breadth 1.1m.
b. The sedimentation basin is built to deal with the mud created in hole-drilling foundation construction to reduce the soil erosion in the course of construction.
Table 6-13 Construction quantity of temporary protective measures in bridge area
Temporary measures
Mud sump Sedimentation basin
Admin.district
Earth knitting bag retaining wall(m3)
Number
(item) Foundation excavation(m3)
Number
(item)
Foundation excavation
(m3)
Dense network coverage�10,000m2�
Harbin 622.73 1 8 2 12 67325.00
Bin county 762.07 2 16 4 24 100825.00
Fangzheng
county 800.05 3 24 6 36 111125.00
Ilan county 846.15 5 40 10 60 124300.00
Jiamusi 612.59 2 16 4 24 65150.00
Sum 3643.59 13 104 26 156 468725.00
Impact assessment in operation period In operation time, the cross-river bridge impacts the ecological environment mainly in the following aspects. Because the aperture is not suitably designed for surmounting the drainage ditch and the culvert of the river, which is likely to reduce the water-passing cross section of small scream, or even block and compress the river course, affecting the function of flood discharging or possibly intensifying the washing of the river toward its bank.
The anti-flush ability of the different rivers is good along the construction line and the suspension ratio will be relatively small. So bridge building will not have tremendous impact to the fishery resources.
This building of this bridge will not change the current capacity and temperature of the river, and will not be cut off other fish channels.
The bridge and the dam are two completely different kinds of hydraulic architecture. The building of the river-crossing bridge has shown the ecological impact of the river dam, which is seen from the operation impact of many built bridges across the main and branch river in some rivers, Songhuajiang River, for example.
6.1.7 Environmental impact analysis and mitigation measure of tunneling
Tunnel works outline The Harbin-Jiamusi rail line involves 9 tunnels, all in double-line, total length 14.093km, which is approximately 4.18% of the total line. Tunnel design is as shown in Table 2-7 and Table 2-8.
The main tunnels see the following virtual appliance photos:
Korea hat tunnel entrance Korea hat tunnel exit
Pingan tunnel entrance Pingan tunnel exit
Changfa tunnel entrance Ilan 2 tunnel exit
Monkey rocky mountain entrance Monkey rocky mountain exit
Key tunnel introduction�monkey rocky mountain tunnel
Outline of tunnel
The tunnel entrance course is CK316+484, the exit course is CK321+386, span 4902m. The greatest burying depth of the tunnel is approximately 110m.
Condition of engineering geology
Lithology character of stradum
The surface of the tunnel is covered with powdered clay of slope diluvium (Q3dl+pl) of the early pleistocene of 4th system, clay, gravel sand, thick-angle gravel soil and thin-angle gravel soil, and tuff of Cretaceous system (K2) beneath and with partial appearance .
Classification of rock construction
Table 6-14 Monkey rocky mountain tunnel ground construction work grading
Lithology Rock-soil construction grading
Powered clay II
Clay II
Gravel sand I
Fine-caped gravel earth Medium density II
Rough-caped gravel earth Medium density III
Tuff (W4) III
Tuff (W3) IV
Tuff (W2) IV
Fault fracture zone III
Rock mass classification
Table 6-15 Adjacent formation hierarchical list of monkey rocky mountain tunnel
lithology starting course
ending course
length�m�wall rock
grading
powered clay�clay�tuff�W4� CK316+565 CK317+015 450 V
tuff�W3�W4��fault fracture zone CK317+015CK318+400 1385 IV
tuff�W2� CK318+400 CK319+195 795 III
fault fracture zone CK319+195CK319+325 130 IV
tuff�W2� CK319+325 CK320+735 101410 III
tuff�W3� CK320+735 CK320+935 200 IV
rough-caped gravel earth�fine-caped gravel earth�tuff�W4� CK320+935 CK321+300 365 V
3). Hydrogeological conditions
There is a spring mouth at the location 200m of the tunnel access nearby the left side of the line, containing little water and little amount of bedrock crevice water in the inside tunnel body in the exploration depth and scope .
Soaking coefficient: K=0.02m/d. the tuff, the entire decency, strong decency K=10m/d, weak decency K=5m/d, fault crushed zone K=100m/d.
Construction methods
II-rate adjacent formation uses the terrace cultivation or the entire cross-section measures for construction. �-rate adjacent formation uses the terrace cultivation for construction. Deep buried section of �-rate adjacent formation uses three-terrace cultivation for construction, while the shallow-submersion uses the short-terrace cultivation (if necessary temporary inverted arch increased) for construction. The deep buried section of V-rate adjacent formation uses three-stairs-seven-steps excavation, the slanting pressed and shallow-submersion sections use the CRD or the two-sided wall guiding hole for construction.
Analysis on construction period
The monkey rocky mountain tunnel is designed to have double accesses, both the access and exit, without considering of the designing of slant hole, construction period of time altogether 36.24 months (3 months for construction preparation).
Security measures and suggestions for construction
a. Before the tunnel construction, the low-lying place should be backfilled on the surface of the shallow-submersion section at the entrance and exit to prevent the stagnant water.
b. Since the end section of this tunnel are covered with shallow layer in V grade rocks including silty clay, tuff, coarse breccias clay, and fine breccias clay, they must be constructed to a large round pipe shelf at the end of it. (Steel pipe in diameter of 108mm, and thickness of 5mm) The shelf length will be 30m, and interval distance of the round will be 33cm.
Wall rock of � grade, reinforced section of it, wall rock of � grade, and reinforced section of it are designed to vessel grouting in advance at arc part. Vessel type is designed to hot-rolled seamless pipe in diameter of 42mm, and thickness of 3.5mm. Advices
Research will be done at the next stage on how to use abandoned dreg according to geological information. As to the abandoned dreg unable to use, careful investigation will be done to determine the position of abandoned dreg site and permanent dreg site protection works will be set up. Cut-off and drainage system will be set up on the top. Measures will be taken on the slope of dreg site by growing plants to prevent soil erosion.
Analysis on environment impact from tunnel project The impact of tunnel engineering on the environment mainly includes:
Tunnel spoil disposal taking up land will lead to soil erosion, thus affecting the ecological environment;
Water leaking from tunnel construction will affect plants on the top and residents’ drinking water.
Tunnel spoil disposal
The project consists of 9 tunnels. For tunnels of less than 500m, dreg will be carried from one exit to reduce the damage to the surrounding environment.
Tunnel spoil disposal will be 204.34×104m3, among which 75.95×104m3 will be used and the other128.39×104m3 will be placed in spoil yard forever. 12 spoil yard will be built along the whole route, taking up 34.72hm2 land and holding abandoned dreg of 338.16×104m3.
Tunnel spoil disposal sites along the route see table 5-3-16.
Table 6-16 Tunnel spoils site
District No
Places Locations Amount Area
�hm2�
Land
1Disposal site at Gaolimao Tunnel
CK112+800 left gully 15 2.4 Woodland steppe
2Disposal site at entrance of Pinan Tunnel
CK123+750 right 100m gully
28.95 2.90 Woodland steppe
3Disposal site at exit of PinganTunnel
CK125+000 right 200m gully
18.61 1.86 Waste land
4Disposal site at Lianbin Tunnel
CK128+750 left 250m gully
42.02 4.20 Waste land
5Disposal site at entrance of Fangzheng Tunnel
CK131+000 left 400m gully
28.7 2.87 Waste land
6Disposal site at exit of Fangzheng Tunnel
CK133+500 left 500m gully
27.99 2.80 Woodland steppe
7Disposal site at Changfa Tunnel
CK139+500 right 300m gully
15.83 1.58 Woodland steppe
Harbin
8Disposal site at Yilan Tunnel 1
CK247+100 right 800m 19.96 2.00 Waste land
9Disposal site at entrance of Yilan Tunnel 2
CK254+100 right 1500m
31.5 3.15 Waste land
10Disposal site at exit of Yilan Tunnel 2
CK257+880 right 500m37.8 3.78 Waste land
Jiamusi 11Disposal site at entrance of Houshishan Tunnel
CK316+400 right 600m gully
35.9 3.59 Woodland steppe
12Disposal site at exit of Houshishan Tunnel
CK321+400 left 500m gully
35.9 3.59 Woodland steppe
Total 338.16 34.72
Spoil yard of this project will mainly consist of uncultivated land and land with few scattered woods. The large amount of spoil will take up land and bury vegetation. Loosely piling up, the abandoned layer is likely to cause soil erosion and damage the ecological environment.
It is suggested that geological exploration work be strengthened and earth and stone be mixed proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and damage to vegetation caused by this project.
When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of villages to avoid dreg collapsing and threatening the safety of residents. Tunnel spoil disposal mustn’t be placed in river course. According to the rule of “first blocking and later abandoning”, retaining wall of mortar flag stone will be set up under abandoned dreg. Combined with local practical condition, measures such as land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of spoil yard must be protected. If tunnel construction is done before construction of roadbed and of spoil yard because of construction progress, the dreg dug must be placed in appropriate temporary places. It mustn’t be placed in the ditch mouth or flood land. Temporary protection measures will be taken based on terrain.
2) The impact of water leaking caused by tunnel construction on top vegetation and on residents’ life water
The project tunnels are mainly distributed in the hilly land along the route, where large amount of granite, metamorphic rock series and sedimentary rock group are distributed. Bedrock crevice water is stored here, which is supplied by rainfall. Groundwater level lies relatively in deeper places.
1) The impact of tunnel construction on vegetation on the top
The tops of most tunnels of this project are generally covered with few scattered bushes and weeds. Growth of vegetation usually depends on water contained by top soil and natural rain. Leaking water caused by tunnel construction mainly consists of roadbed crevice water and pore water. Water content in top soil will not be affected, so vegetation on the top will not be affected. Only the vegetation in tunnel mouth will partially be affected.
As to the area with woods of deep roots on the top of tunnel, vegetation root absorbing water will be affected because of the possible negative impact of tunnel construction on groundwater, thus affecting the growth of vegetation. As to large-amount-of-water-pouring
tunnels, blocking will be the first choice, which will be done through the method of grout curtain. Effective control will be done by reducing water pouring during construction. In addition, tunnels in these sections are usually buried deep, basically above tens of meters, so project construction will basically not damage vegetation roots on the top. After construction everything will be restored. Vegetation growth will not be affected during the operation. 2�Analysis about the impact on residents’ life water
According to spot survey and Ha-Jia railroad drawing of 1:10000, in this project only the both sides of Gaolimao tunnel (CK111+954- CK112+866, with total length of 912m) entrance within the range of 1000m will involve two villages--Sunjiujingtun Village and Liuchunxitun Village. No residential areas are distributed within the range of other tunnel entrances and exits and on the top of tunnel.
� Gaolimao tunnel
The tunnel will be located in slow, buffer hilly land. Terrain changes much. Ground level is 217�278m.
Gullies develop. Top soil vegetation develops. Tunnel elevation will be about 210m and the maximum burying depth is about 63m.
Surface of the tunnel is silty clay in alluvial layer of Quaternary Pleistocene series (Q3dl+pl�above the granite of invasion rock in Variscan ( 4). The granite is of brown-yellow to yellowish brown in coarse grain and massive structure, fully weathered to weakly weathered, in developed joints and fissures.
Groundwater is not found within the depth of exploration during the period of survey. Little amount of roadbed crevice water is stored in tunnel body, and chances are small that large amount of water will be pouring.
� Analysis about the impact on residents’ life water
Sunjiujingtun is located on the left side of Gaolimao tunnel entrance. Water used by residents mainly comes from groundwater, which is supplied by Sunhuajia Branch—Taoqi River and rainfall. Because the body of tunnel is made of granite with poor water yield property, the little amount of bedrock crevice water leaking will not affect the supply of surrounding groundwater. Besides, the village is about 830m away from the tunnel entrance, so tunnel digging will not affect residents’ life water.
Liuchunxitun is located on the right side of Gaolimao tunnel entrance, and is about 850m away from the tunnel entrance. Water used by residents mainly comes from groundwater, which is supplied by Sunhuajia Branch—Taoqi River, rainfall and little amount of bedrock crevice water. Between this village and the railroad project is Tongsan highway and a valley. Tunnel area has nothing to do with the water system of groundwater in the village, so tunnel digging will not affect residents’ life water.
Protection measures for tunnel project and advice Measures for construction management
a. Construction unit must be under strict management. Construction personnel can’t abandon dreg freely, damage vegetation in lower courses of tunnel exit or expand disturbance of earth surface.
b. As to less than 500-meter-long tunnels, construction must be done in one tunnel mouth. Roadbed body must be used as access roadof construction when construction is done between adjacent short tunnels to reduce the range of disturbance.
Figure 6-6 Geological Profile of Gaolimao Tunnel
Figure 6-7 Distribution of Villages around Gaolimao Tunnel Entrance
Temporary protection measures for tunnel construction
Part of the tunnel dreg will be used as roadbed stuff and station stuff, while part of it will be abandoned forever. Permanently abandoned dreg must be carried to spoil yard in time and corresponding measures be taken. Dreg used as roadbed stuff and station site stuff must be
carried to corresponding places for filling. When tunnel sides in the connection between bridge and tunnel and upslope are dug, the bottom of slope will be blocked by wiring netting to catch tunnel dreg, avoiding abandoned dreg damaging vegetation, farmland and traffic facilities in lower courses.
When tunnel dreg can’t be carried away in time, it should pile up in designated temporary dreg sites and should not be abandoned freely to avoid farmland being taken up and vegetation being damaged. Dreg sites must be away from flood course and from the area in higher reaches where large amount of water pours. During the period when tunnel dreg piles up temporarily, retaining wall of moraine must be built at the foot of dreg site slope to avoid dreg falling. Big aggregate in dregs can be used as moraine. The section of retaining wall of moraine will be in the shape of trapezoid section with size of height × top width × base width being 1.5m×0.5m×3.5m.
Temporary protection measures for tunnel area construction see Table 5-3-17, which is based on calculation.
Table 6-17 Temporary protection measures for Tunnel Area
Temporary measure Administrative area
Guardrail in barbed wire�m2� Retaining wall for stone pile (m3)
Harbin Municipal 0.00 0.00
Binxian County 260 755.60
Fangzheng County 1300 1240.05
Yilan County 520 1543.89
Jiamusi Municipal 260 1544.57
Total 2340 5084.12
Ecological environment and the impact on water and soil conservation and measures taken
a. The principle of “ early in and late out” must be stuck to. Structure of tunnel mouth must be simple. In combination with construction of green lanes, structure of tunnel mouth must be coordinated well with the surrounding landscape.
b. As to tunnels with strict requirement on ecological environment, when drainage of groundwater has negative impact on them, leakage prevention measures such as blocking water inside tunnel, strengthening water carrying section of earth surface and water storage structures on earth surface will be taken to make the impact of construction on groundwater under control.
c. Tunnel dreg mustn’t be abandoned on fertile land if possible. The best choice will be to use it as filling earth and concrete coarse aggregate. To prevent soil erosion, slope foot of the dreg body must be constructed to some flood proof wall or dreg controlling wall. Vegetation will be done according to the surrounding environment.
d. For pouring water caused by tunnel digging, if it needs to be drained away, it will be drained away after being treated through sand bath located at tunnel mouth. Waste water
caused by construction will be drained away after being treated through sedimentation tank and filtering basin and meeting drainage standard. It will be drained into nearby rivers or reservoir in lower reaches by using water pumps. Then it can be used for irrigating farmland or supply water resources of earth surface. It mustn’t be drained freely to avoid the loss of groundwater resource.
Suggestions
a. It is suggested that further exploration and analysis be strengthened in the next stage and that further investigation on water use condition nearby be made. In combination with practical condition, effective measures for prevention and slowing-down will be worked out. Hydrogeological survey and environmental protection will be strengthened in the design. Construction program will be worked out well. Tunnel construction program affecting the environment must be carried out under strict principle of “first blocking, then control drainage”. Aquifer blocking technology like pre-grouting technology will be employed. Strict measures will be taken to supervise tunnel construction. construction unit must strengthen tunnel construction management work, choose experienced tunnel construction units, assign specialized construction supervisor and avoid water pouring accident caused by violation of rules during construction. During construction and initial stage of operation, water level and water quality of the important wells along tunnel routes will be monitored. Once abnormal condition occurs, remedy must be done in time to ensure the safety of nearby residents’ life water.
b. It is suggested that geological exploration work be strengthened and earth and stone be mixed proportionately in the next stage work of survey and design. Tunnel dreg will be made full use of as roadbed stuff to further reduce the amount of Tunnel spoil disposal, thus reducing land being taken up and damage to vegetation caused by this project.
When tunnel dreg can’t be used, the choice of spoil yard will be based on local planning. Little cultivated land will be taken up. Abandoned dreg mustn’t be used to back fill earth drawing site. Safety of buildings and facilities in lower reaches will be taken into account. Spoil yard mustn’t be built in higher reaches of villages to avoid dreg collapse threatening the safety of residents. Tunnel spoil disposal mustn’t be placed in river course. According to the rule of “first blocking and later abandoning”, retaining wall of mortar flag stone will be set up under abandoned dreg. Combined with local practical condition, measures such as land-cultivating restoration, land producing, planting grass and trees must be taken. Slopes of spoil yard must be protected. If tunnel construction is done before construction of roadbed and of spoil yard because of construction progress, the dreg dug must be placed in appropriate temporary places. It mustn’t be placed in the ditch mouth or flood land. Temporary protection measures will be taken based on terrain.
6.1.8 Impact assessment on borrow pits and disposal sites and mitigation measures Analysis about the impact of earth drawing and earth abandoning sites on the environment and measures for harnessing
Total cubic meter of earth and stone along the route will be 4111.78×104m3, among which filling will be 1437.24×104m3 and excavation be 2674.54×104m3.Excavated earth will be made full use of as filling stuff. Earth used will amount to 951.44×104m3. Total abandoned earth will amount to1723.10×104m3, among which top soil of 118.53×104m3 will be reused for greening purpose and 1604.57×104m3 be abandoned at dreg sites forever.
Table 6-18 Amount of stone and earth work Unit: 104m3
Items Excavation Filling Utilization Topsoil utilization
Permanent waste
Borrowing
Roadbed 1949.78 635.07 658.58 75.46 1215.74 242.7
Stations 229.96 606.6 21.34 43.07 165.55 243.1
Tunnel 204.34 75.95 128.39
Bridge 290.46 195.57 195.57 94.89
In total 2674.54 1437.24 951.44 118.53 1604.57 485.8
Wastedexcavation
Excavationearth
Non-usableearth
Fill earth Borrow earth
Permanentwaste1604.57
Roadbedbackfill635 07
Site backfill606.60
Slagfrombridge
Site229.96
21.87
94.89
128.39
243.1
Borrowearth485 8
Landscaping118.53
43.07
Roadbed1949.78
1215.74
75.46
195.57
21.34
Roadbedutilization392 37
Siteutilization363 50
396.09
392.37
Tunnel204.34
Backfillforbridge
370.50
242.7
165.55
288.08
54.08
Figure 6-8 TPFG of earth and stone work
Treatment Methods and Environment Impact Assessment of borrow pit General condition of the borrow pits
Since the excavation of this engineering is much more than the fill of it, the fill will be done mainly by using the excavation. According to the treatment plan to earth and stone work, borrow earth in the whole line is designed to amount of 485.80×104m3 from 12 pits of the existed quarry plant.
General condition of the borrow pits is listed in Table 5-3-19 supported by some natural photographs of them.
Longsheng Quarry Taipingshan Quarry
Jianzishan Quarry in Fangzheng County Pingan Quarry
Borrowing earth from above pits will destroy the vegetation on them, and cause some living things vanish, and decrease the vegetation covering rate of them. Borrowing earth from them will also disturb the original soil structure, and to cause the soil become loose. This will destroy the balance of soil mass in natural condition, and destroy the soil structure, even to cause soil and water loss become easy.
Table 6-19General condition of the borrow pits
No PitAveragedepth�m�
Deposit(104� Stone and quality
Groundwater
depth�m�Pit condition and road condition Use
1Longshengquarry
Weaklyweathered
>25.0100m3
Tuff: gray, weaklyweathered,cryptocrystalline massivecompletestructure
>10.0m
This pit isof lower mountainlandform with rare groundvegetation. It locates in BinxiChangqing village of BingxianCounty.
Roadbed andstation filling
2 Baichao QuarryWeaklyweathered
>36.0
80m3
Tuff: gray, weaklyweathered,cryptocrystalline massivecompletestructure
>10.0m
This pit isof lower mountainlandform with rare groundvegetation. It locates in Binzhou ofBingxian County.
Roadbed andstation filling
3ShidongheQuarry
Weaklyweathered>20.0
60m3
Granite: gray, weaklyweathered, joint fissure indeveloping, open grainedmassive structure.
>10.0m
This pit isof lower mountainlandform with rare groundvegetation. It locates in Yongzengvillage of Bingxian County.
Roadbed andstation filling
4ShengliTaipingshanQuarry
Weaklyweathered
>20.0
64m3
Granite: beige, weaklyweathered, joint fissure indeveloping, open grainedmassive structure.
>10.0m
This pit isof lower mountainlandform with rare groundvegetation. It locates in TaipingMountain, Shengli Town of BingxianCounty.
Roadbed andstation filling
5JianshanziQuarry
Weaklyweathered>30.0
100 m3
Basalt: beige, weaklyweathered, joint fissure indeveloping,cryptocrystalline massivestructure
>20.0m
This pit isof lower mountainlandform with rare groundvegetation. Natural slope of it is45°~60°. It locates in Jianshanvillage of Yihantong town, 13kmeast of Fangzheng County.
Roadbed andstation filling
6SongjiangQuarry
Weaklyweathered>40.0
128 m3
Gabbro: beige, weaklyweathered, joint fissure indeveloping, massivecompletestructure.
>20.0m
This pit isof lower mountainlandform with rare groundvegetation. Natural slope is 30°~40°.It locates in Demoli village ofYihantong town, Fangzheng County.
Roadbed andstation filling
7 Balinban QuarryWeaklyweathered>30.0
160 m3
Andesite: gray, weaklyweathered, joint fissure indeveloping,cryptocrystalline massivecomplete structure
>10.0m
This pit is of lower mountainlandform with rare groundvegetation. It locates in Chensuovillage, at Gaoleng Forestry Bureauof Fangzheng County.
Roadbed andstation filling
8 Zhushan QuarryWeaklyweathered>30.0
120 m3
Ophite: gray green tobrown-yellow, weaklyweathered,cryptocrystalline massivestructure.
>20.0m
This pit locates at west of Fendouvillage of Yilan town, and is 1.5kmaway from the village, and is 6.2kmwest away from line K262+600. It isof hill area. Road Hong-Tong(cement structure) connects it withoutside world in convenient trafficcondition.
Roadbed andstation filling
9 Pingan QuarryWeaklyweathered>20.0
80 m3
Andesite: gray-brown togray-green, weaklyweathered,cryptocrystalline massivestructure, joint fissuredeveloped
This pit locates near the Xiaodanguivillage of Hongkeli town, and is 2kmaway from the village, and is 5.8kmnorth-east away from lineCK282+000. It is of hill area. Theold Tong-Sang road (in gravel)connects it with outside world inconvenient traffic condition.
Roadbed andstation filling
10 Xinghua QuarryWeaklyweathered>30.0
150 m3
Tuff: steel gray, weaklyweathered, tuffitestructure, massivestructure, joint fissure
This pit locates in Qiongshengtownof Jiamusi city, and is 1.2km awayfrom Xinghua village, and is 3.6kmsoutheast of line CK319+000. It is of
Roadbed andstation filling
developed hill area. Country road (in cementstructure) connects it with outsideworld in convenient traffic condition.
11TianhengshanQuarry
Weaklyweathered>20.0
80 m3
Tuff: steel gray, weaklyweathered, tuffite massivestructure, joint fissuredeveloped.
This pit locatesat Qiongsheng town,and is500m away from Xinhuavillage, 2.2km southeast away fromline CK320+000. It isof lower hillarea. Country road (in cement)connects it with outsideworld inconvenient traffic condition.
Roadbed andstation filling
12 Kuangye QuarryWeaklyweathered>30.0
120 m3
Tuff: gray-brown to gray-green, weakly weathered,tuffite massive structure,joint fissure developed.
This pit locatesat Xinhua village ofJiamusi City, and is700m southeastaway from Xinhua village, 1.2kmnortheast away from lineCK322+300. It isof slope face of hillarea. Country road (in cement)connects it with outsideworld inconvenient traffic condition.
Roadbed andstation filling
Reasonability analysis to borrow pits Since utilization of borrow pits may cause side impacts to the environment, and in order to protect the farmland and woodland, and to minimize the levy to farmland and woodland, earth source is generally selected by local government, approved by railway construction party, and supported by earth source agreement signed by railway construction party and the local government.
As to this design, after site survey and negotiation with local county level government, also according to the demands of railway construction building and the local real condition, 12 borrow pits of existing quarry was preliminary selected. Moreover, new pits for earth borrowing are not planned in this design. So earth borrowing will be in market way from other earth pits rather than some new borrowing pits are required. Borrowing earth design in this way is suitable.
Treatment Methods and Environment Impact Assessment of disposal site General condition of the disposal site
Dregs construction of this project mainly includes those from railway line, station, tunnel, and bridge engineering in total amount of 1723.10×104m3. Among them, partly waste earth from roadbed and station construction is of topsoil in total amount of 118.53×104m3, and they may be reused again as the cultivation land. Others dregs in amount of 1604.57×104m3 will be disposed in the dreg field. According to the design, 45 places of dreg field are selected in total area of 217.78hm2 which can accept all dreg from whole line of this engineering. See detail in Table 5-3-20.
Table 6-20 General condition of disposal site for Harbin-Jimusi railway line
No. Places District of Location Area �hm2� Land typeAmount (104m3)
Depth �m�
1Wasteearth yard 1 atBinxi Develop Zone
CK41+000 left 8.50 Slope dry land 85 10
2Wasteearth yard 2 atBinxi Develop Zone
CK41+001 left 4.54 Slope dry land 45.4 10
3Wasteearth yard atBinzhou Town
CK62+000 right 3km 5.13 Waste gully 51.25 10
4Wasteearth yard atShiyangtun
CK63 right 8km 6.95 Slope dry land 69.5 10
5Wasteearth yard atTaipingqiao village
CK63+500 right 8.5km 3.75 37.5 10
6Wasteearth yard atBaichao of Binxiancounty
CK75 right 8km 5.71 Slope dry land 45.7 8
7Wasteearth yard atBinan Brick plant
CK83+500 left 5km 0.90 Wasteland 22.54 25
8Disposal siteatGaolimao Tunnel
CK112+800 left gully 2.40Woodlandsteppe
15 10
9Wasteearth yard atBaiduhe
BinxianCounty
CK118 left 1km 40 Dry land 57.15 2
10Disposal siteat entranceof Pinan Tunnel
FangzhengCounty
CK123+750 right 100mgully
2.90Woodlandsteppe
28.95 10
11Disposal siteat exit ofPinganTunnel
CK125+000 right 200mgully
1.86 Wasteland 18.61 10
12Disposal siteat LianbinTunnel
CK128+750 left 250mgully
4.20 Wasteland 42.02 10
13Disposal siteat entranceof Fangzheng Tunnel
CK131+000 left 400mgully
2.87 Wasteland 28.7 10
14Disposal siteat exit ofFangzheng Tunnel
CK133+500 left 500mgully
2.80Woodlandsteppe
27.99 10
15Wasteearth yard 1 atChangfatun village
CK138 left 500m 5.48 Dry land 25 5
16Disposal siteat changfaTunnel
CK139+500 right 300mgully
1.58Woodlandsteppe
15.83 10
17Wasteearth yard 2 atChangfatun village
CK141 right 200m 2.72 Wasteland 27.23 10
18Wasteearth yard atShangzhi village
CK149+700 right 700m 2.15 Waste gully 27.5 13
19Wasteearth yard atShangzhi Brick plant
CK155 right 200m 1.00 Wasteland 13 15
20Wasteearth yard atJianshanzi
CK180+700 right 1.7km 3.14 Wasteland 31.2 10
21Wasteearth yard atDemoli
CK189 left 500m 17.07 Wasteland 30 2
22Wasteearth yard atborrow pit for highwayconstruction
CK189+500 right 2km 4.15 Wasteland 82.9 20
23Wasteearth yard ofG221
CK190 right 1.7km 0.90 Wasteland 7.2 8
24Wasteearth yard atShuanggou gully
CK194 left 300m 1.38 Wasteland 13 10
25Wasteearth yard atCaopigou gully
CK197+600 right 200m 2.33Woodlandsteppe
30 15
26Wasteearth yard 1 atGaoleng
CK207+300 right 300m 1.88 Wasteland 37.5 20
27Wasteearth yard 2 atGaoleng
CK207+400 right 150m 1.40 Wasteland 20 4
28Wasteearth yard atYongqi River
CK210 left 1km 3.29 Wasteland 38.5 12
29Wasteearth yard atWaqi River
CK215v1km 4.17 Wasteland 38.4 8
30Wasteearth yard atShaizihe River
CK217 left 100m 3.02 Wasteland 20 8
31Wasteearth yard atShahezi
FangzhengCounty
CK220+500 left 500m 4.01 Wasteland 31.37 10
32Wasteearth yard atErdaogou
CK226+500 right 500m 4.50 Wasteland 45 10
33Wasteearth yard atToudaogou
CK228+500 right 3km 8.72 Wasteland 84.2 10
34Wasteearth yard ofCK230
CK230 left 100m 1.48 Wasteland 7.4 5
35Wasteearth yardofCK236
YilanCounty
CK236v100m 5.54 Wasteland 25.5 5
36Wasteearth yard ofCK242
CK242 right 1km 10.00 Wasteland 25 3
37Disposal siteat YilanTunnel 1
CK247+100 right 800m 2.00 Wasteland 19.96 10
38Disposal siteat entranceof Yilan Tunnel 2
CK254+100 right 1500m 3.15 Wasteland 31.5 10
39Disposal siteat exit ofYilan Tunnel 2
CK257+880 right 500m 3.78 Wasteland 37.8 10
40Wasteearth yard atZhushan
CK262+600 right 6.2km 6.50Slopewasteland
65 10
41Wasteearth yard atXiaowadan
CK282+000 left 5.8km 5.80 Wasteland 58 10
42Wasteearth yard atXinhua
CK319+000southeast3.6km
4.2 Wasteland 42 10
43Disposal siteat entranceof Houshishan Tunnel
CK316+400 right 600mgully
3.59Woodlandsteppe
35.9 10
44Disposal siteat exit ofHoushishan Tunnel
CK321+400 left 500mgully
3.59Woodlandsteppe
35.9 10
45Wasteearth yard atXinshi village
Jiamusi city
CK322+300northwest1.2km
2.75 Wasteland 27.5 10
Reasonability analysis to disposal site
As to this design, 45 places for disposal site use were selected. Among them in 4 types, 36 are of gully type yard, 6 are of slow slope yard, 2 are of low-lying land yard, and 1 waste earth yard is of alluvial land yard.
Since the land occupation of this project is dominated by 19.19hm2 of woodland and 71.18 hm2 of cfarmland, and 127.41hm2 of waste land. For those disposal sites occupying the farmland, land in poor operation condition will be emphasized, and their level for cultivation will be raised after the dreg is covered by soil in depth of 40-50mm. In this way, impact from construction to agricultural production activity may be limited to a minimize range. Reasonability analysis to disposal site is listed in Table 5-3-21.
Table 6-21 Reasonability analysis to disposal site
Disposal site type
Environment condition Reasonability analysis
Gully type yard
Disposal site of gully type dots in 36 places. They are not located in the stream line of the gully. Land occupation of them is waste land and woodland steppe in pile height of 2-10m.
According to the site survey report and the topographic map along the railway line, all those disposal sites can’t be regarded as the debris flow gully, and does not locates in the sensitive area. Retaining wall will be built before the dreg is being disposed, and side slope will be recovered to vegetation plants after the disposal.
Slow slope type yard
Disposal site of slow-slope type dots in6places. Land occupation of them is farmland in average pile height of 2-8.0m.
According to the site survey report and the topographic map along the railway line, all those disposal sites does not locates in the sensitive area. Retaining wall will be built before the dreg is being disposed, and side slope will be recovered to vegetation plants after the disposal. Moreover, dreg pile platform will be covered with vegetation plants. These yards are acceptable when they are supported by proper protection measures.
low-lying land yard
Disposal site of low-lying land type dots in 2 places of waste earth yard in Binan Brick Plant, and waste earth yard of borrow pits of highway construction engineering. Land occupation of them is waste land. Since water covering area over there is small, drain flow rate is designed to 0.23 and 3.49m3/s.
These 2 yards does not locate in the sensitive area. Since the land there is flat, retaining wall is unnecessary. They will also be covered with vegetation plants after disposal. These yards are acceptable when they are supported by proper protection measures.
alluvial land yard
Disposal site of alluvial land type locates in Demoli. It is the beach land of Songhuajiang River.
This yard is not rationally selected; therefore, it must be designed again in future stage.
Protection consideration for the disposal site
a. Retaining wall first. Retaining wall must be built at the site before the disposal is carried out. Waste earth and dregs must be piled in layer and pressed to compaction. Pile slope must be constructed to masonry grid type.
b.Considering the topography condition of the disposal site, protection to retaining wall must be built near the slope foot. Protection measure and type for them must be designed according to the technical specification in “Technical Specification for water and soil conservation in development to construction project”.
c. For those disposal site whose neighbor are expected to collect large area of water space, drain ditches must be constructed to prevent the runoff from sweeping over the yard.
d. Protection measure to disposal site must be done in advance the dreg disposal to secure its protection role may be realized.
e. After the disposal of dreg or waste earth, yard shall be made flat and recovered its vegetation according to actual condition to prevent the water and soil loss.
Protection measure for the disposal site
a. Protection measure for typical disposal site on gully and slope
Before the dreg is being discharged, water draining system like drain ditches must be constructed to prevent the rainfall from flushing the dreg of waste earth. This system must lead the rainfall into the natural ditches smoothly. The slope foot must be constructed to retaining wall; the slope face must be constructed to masonry grid type; and the slope end must be done to flat. The stone dreg shall be discharged in the bottom, and shall be covered by the waste earth, further covered by humus of 40-50cm depth. Finally, they shall be covered by vegetation of trees and shrub.
By considering the topography and terrain feature of the yard area, following typical treatment and protection measure to gully type yard and slope type yard can be designed. See detail in figure 5-3-8 and figure 5-3-9.
Table 6-22 Scheme for protection to gully type disposal site
Figure 6-9 Scheme for protection of gentle slope spoil yard
b. Engineering measure
Engineering measure in disposal site includes retaining wall, drain ditches, rapid flow slot, and masonry grid slope.
� Design to retaining wall
According to the calculation, height of the retaining wall is designed to 3-5m, type of it is designed to gravity one. Stability of the wall then can be calculated by the computer program. As to its length, site survey to topography may be employed.
An expansion joint of 2cm wide will be designed to the wall in every longitudinal 10~15m length of the wall which will be filled by the asphalt board. Moreover, hole for draining water will be designed in every longitudinal 2~3m length of the wall. If the wall is higher than 1m~1.5m, bottom of it will be designed to a row of hole for graining water. If the wall is higher than 2-3 m, two row of hole for draining water in vertical will be designed in the wall which lowest row of them will be higher than 0.3m from the ground level. Hole for draining water on the retaining wall will be designed to geotextile for filtration.
As to this design, stability calculation is done according to the height of 3-5m. Earth press is calculated according to the Coulomb’s Theory.
According to the calculation, each target can meet the requirements in “Technical Specification for water and earth reservation in development construction project”. The stability factor can meet the demand; the anti-sliding stability factor is more or to 1.3; the anti-inclining stability factor is more or to 1.5. It shall be noted that selection to the disposal site must consider that load ability of the base must be more than the designed maximum base pressure value; otherwise, base strengthening measure or reinforced concrete base board must be employed. Calculation result is listed in Table 5-3-22.
Table 6-23 Calculation to section size of retaining wall and its parameter
Section size�mm� Volume in
Standard soil pressure (kN)
Stability factor
Deviation (mm)
Designed base
h h1 h2 b1 b b2 meter (m3) H V
Slide-p
Incline-p
press value (kPa)
2000 / 173 500 865 0 1.32 18.11 4.85 1.66 2.16 194 119.03
3000 / 231 600 1154 0 2.31 40.74 10.911.38 1.67 354 252.92
4000 400 317 750 1587100 3.17 72.42 19.4 1.33 1.74 455 290.49
5000 400 413 950 2067200 4.13 113.1630.31 1.35 1.88 531 309.31
Figure 6-10 Design scheme of spoil retaining wall
� Design to flood releasing valley and energy dissipation measure
At the top platform of the dreg pile, masonry flood ditches will be constructed, and their ends will be supported by rush slots or water-fall to drain the rainfall on the pile or from slope around it. As to this design, the maximum peak flow of rain collection area for this disposal site is used to calculate the section area of the typical flood ditches. Typical section size of flood ditches in all disposal site is selected according to the rain collection area. Length of them is defined according to the site surveyed topography.
a. Flood calculation
Design to the flood frequency: according to regulation on smaller water drain engineering for medium-size slope face in “Technical Specification on water and soil preservation treatment ---- smaller water drain and utilization engineering”, also considering the flood control standards and importance of the downstream area, flood frequency is designed to once in ten years or in twenty years. Since many sensitive areas and national preservation areas locates near this railway line, the precaution standard then is designed to once in twenty years. Rain collection area for flood ditches in disposal site is normally less than 1.0km2. Flow of the peak for slope face then is calculated to according to formula in “Technical Specification on water and soil preservation for development of construction project”:
KIFQB 278.0=Where, QB—designed maximum peak flow (m3/s);
I—maximum rainfall intensity in 1h�mm/h�, 78mm/h;
F—rain collection area of ditches in upstream�km2��
K—runoff factor�for this design 0.65�According to the designed discharge, flow passing cross section is calculated based on the equation below:
RiACQB =
Where, QB- the biggest precipitation of slope face (m3/s);
A- cross sectional area of intercepting drain (m2);
C- Chezy coefficient;
R- hydraulic radius (m);
i – gradient of intercepting drain
Channel of flood discharge is in trapezoidal cross section. The size is decided by a formula, uniform stream of open channel. The speed of flow should be moderate.
The grade of channel lengthwise is 5/1000~1/100, and the ratio of inslope is 1:0.75, safe altitude 0.2m, h is the water depth of the peak discharge when passing. The channel is built by layers of stones. The stone is 0.3m thick, 0.15m- thick gravel sand cushion laid below.
After computation, the following determined 7 kinds of typical section size see Table 5-3-39. The cross section size of truncation and drain ditch is chosen according to the real controlled area and designed discharging quantity. At the point of big bottom slope in the drain ditch, the size of cross section should be suitably reduced and the side slope ratio should be enlarged.
Table 6-24 typical cross section table
fracture surface type
discharge capacity(m3/s)
side slope
m
roughness
n
Gradient
i(1:n)
Designing water depth(m)
bottom breadth
b(m)
valley height
H(m)
mouth breadth
B(m)
fracture surface�m2�
each linear
meter fluid laying stone�m3
I 0.34 0.75 0.014 200 0.30 0.50 0.50 1.25 0.31 0.825
II 0.88 0.75 0.014 200 0.50 0.50 0.70 1.45 0.51 0.975
III 1.15 0.75 0.014 200 0.50 0.70 0.70 1.75 0.61 1.035
� 1.79 0.75 0.014 200 0.60 0.80 0.80 2.00 0.80 1.140
� 3.07 0.75 0.014 200 0.80 0.80 1.00 2.20 1.10 1.290
� 7.74 0.75 0.014 200 1.00 1.50 1.20 3.45 2.07 1.650
� 12.32 0.75 0.014 200 1.00 2.50 1.20 4.95 2.97 1.950
b. Energy-reducing measures
This project is located at the low hill. The ground at the exit of flood-discharging ditch heaves greatly in some of dregs field, and energy-reducing facility is needed to establish to connect with the original water-discharging system and prevent the water from washing the downstream. Because the exit dropping variance in some dregs field is bigger than 5m, steep trough project and energy-reducing basin is chosen in this report’s water-discharging designing in the dregs field.
The energy-reducing facility is made up of graduation section upstream, steep trough section, energy-reducing basin and entirely flowing section downstream, meeting with flood-
discharging ditch above and with the original water-discharging system, the typical cross-section schematic drawing showing in chart 5-3-11.
Figure 6-11Typical schematic drawing of energy-reducing facility
The steep trough uses the rectangular section, and adds alternating rectangular coarse-tank at the bottom to increase the water depth, reduce the speed of flow and improve downstream energy-reducing condition. The size is established according to the open canal uniform-stream formula, the gradient 1:3.0. The height of side wall H is determined after the designed water depth and security height 0.5m.
The force-reducing basin uses brick-laying for mortar walling, trough floor and spandrel wall both 0.5m in thickness, the cross section size determined according to the equation below:
The size of steep trough in typical dregs field and the typical section of energy-reducing basin sees Table 5-3-24.
Table 6-25 steep design parameter list
entrance sectionsteep tank sectionEnergy releasing basin sectionexit section designing flowing quantity
Q (m3/s)
length
(cm)
bottom breadth
(cm)
groove depth (cm)
breadth (cm)
depth (cm)
ridge height
(cm)
baseboard thickness
(cm)
level length of slope(cm)
total flowing length(cm)
Q�1.0 150 40 60 150 100 40 45 90 150
1.0<Q<2.0 200 50 70 200 110 50 50 100 200
2.0<Q<5.0 250 60 80 250 120 55 55 110 250
5.0<Q<8.0 300 75 95 300 120 60 55 120 300
8.0<Q<12.0450 85 100 400 120 70 60 130 450
�Platform draining ditch
In the dregs field, the platform drainage facility uses brick-laying stone water discharging ditch (vertically and horizontally spacing 200m). Because the platform area is small, the size of drain cross-section selects trapezoidal cross section, the bottom extension 50cm, orifice width 80cm, deep 50cm, the lengthwise slope not smaller than 3/1000. The mortar layers are 0.3m, 0.15m thick sandy gravel breaker strip below.
� Land improvement
After the completion of the construction, the dregs field should be leveled and smooth by backfilling, second ploughing and vegetation, according to the actual condition. If conditions permit, clay layers in 20cm thick is compacted to form the aquiclude and covered with surface soil 40-50cm. If used for farming, the fields should be cultivated completely and executed with chemical substances to improve soil structure and nutrients.
Outer slope face of the field needs improvement, when higher than 8m; the 2m platform should be built. Boundary ridges should be built to keep off water at the intersection point of the dregs platform and side slope.
Temporary protective measure
For temporary project, topsoil stripping quantity of farming is 50cm and forest land 30cm, without stripping for wasted land and pond. The peeling regolith should be deposited inside the scope of dregs field land scope. Knitting bags are used to protect the toe of slope as temporary protective measure. Piles sets should not be higher than 4m and ratio of side slope should be controlled in 1:1.5. Height× top wide × bottom wide =1.0m×0.5m×1.1m trapezoidal cross section is adopted as the temporary earth retaining wall. it should be mutual linking and joining when built, the length of joint should not be less than 1/3 of the knitting bag . Surface of piled soil should be compacted and sprayed with water. Due to a long period of piling and loose structure of the soil, it is easy to become the source of wind and water erosion. Soil erosion happens during rainy and windy season, so the exposed surface should be protected by mixing the seeds of bermuda grass and eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed each hectare.
Design of plant protective measure
Dreg abandoning sticks to the principle of resisting before abandoning. The dregs resisting should be built at the beginning. Stone dregs are thrown away before the wasted earth. After the completion of abandonment, the field should be compacted to smooth and leveled. The dregs piling slope should be controlled at about 1:2. Then afforestation and grass sowing is carried on in outside earth from embankment and station topsoil, to restore plantation. The thickness of the covered earth is 40cm for the planting of shrubs and mixed grass sown in different rows.
The plant protection measures should relate to the local soil conservation and forest plan. Based on the principle of ecology restoration, the local wide-spreading fine tree species and grass of shrub should be planted to restore the plantation as soon as possible to make the community stable. Arbors should be primarily locust tree and shrubs should be amorpha fruticosa, lespedeza and so on. The grass seeds will be setaria viridis, purple fescue, awnless brome, etc. The afforestation designing sees Table 5-3-25 afforestation technology skills see Table 5-3-26.
Table 6-26 afforestation designing table
plant type forest species
mixed growth type
row spacing�m� tree specification density
arbor silver chain
mixed growth between rows
2×2 2-year strong sprout 1250 item/hm2
Wide-leafed shrub
river locust, bicolor
1×1 tree height about 80cm 10000 item/hm2
mixed grass
river locust, bicolor mixed growth between rows�sowing mixed grass seeds within rows
neatness�90%�germination percentage�85%
60kg/hm2
Table 6-27 Afforestation technology table
item season means Specifications & requirement
planting spring tree planting
Trees straight�root extending�moderate depth�raising and treading trees after half earth filling, refilling and treading, loose earth covering; depth of the trees 2-3cm over the original earth marking of the root; sowing method for mixed grass seeds (suitable earth covering based on the moisture of the soil); germination hastening before sowing for good rate of emergency.
nurtureSpring & autumn
2-year continual nurturing after planting�soil loosening and weeding, fertilizing, pesticide defending�dead tree wiped away immediately and replanting.
After analysis and computation, the measures of soil conservation and construction quantity in the dregs(waste earth) field 5-3-27.
Table 6-28 soil conservation measures and construction quantity in the dregs(waste soil) protection field
Construction measures
Brick-laying stone dreg-resisting wallFlood-releasing ditch &energy-reducingmeasures
Platform water drainageditchFieldleveling�hm2�
No NameAdmin.
district
L�m� H�m�
Brick-
laying
stone
�m3�
Foundation
excavation
�m3�L�m�
Brick-
laying
stone
�m3�
Earth
excavation
�m3�
Sand
cushion�m3�L
(m)
Brick-
laying
stone
(m3)
Earth
excavation
(m3)
Sand
cushion
(m3)
Field
leveling
Reclai
ground
levelin
1
Binxidevelopment
region
wasteearthfield 1
117 5 481.64 242.57 729 1093.30 976.68 2223.05 206 158.74 319.54 70.09 8.50 8.50
2
Binxidevelopment
region
wasteearthfield 2
85 5 352.00 177.28 533 695.28 1692.18 303.64 151 116.01 233.53 51.23 4.54 4.54
3Binzhoutown waste
earth field
BinCounty
91 5 373.99 188.35 566 848.94 758.39 1726.18 160 123.26 248.12 54.43 5.13
4
Shichangvillagewasteearthfield
105 5 435.51 219.34 659 988.61 883.16 2010.17 186 143.54 288.94 63.38 6.95 6.95
5
Taipingqiaovillagewasteearthfield
77 5 319.91 161.12 484 726.18 648.72 1476.57 137 105.44 212.24 46.56 3.75
6
Wasteearthfield inBaichao ofBin County
96 4 303.06 198.85 598 896.28 800.68 1822.44 169 130.13 261.96 57.46 5.71 5.71
7Binan brick-field wasteearth field
67 51.70 104.07 22.83 0.90
8Korea hattunnel dregfield
62 5 255.93 128.89 387 580.95 518.98 1181.26 110 84.35 169.79 37.25 2.40
9Baidu Riverwasteearthfield
447 344.35 693.18 152.05 40.00 40.00
10
Pingantunnelentrance
dreg field
68 5 281.08 141.56 425 425.37 680.59 986.85 120 92.64 186.48 40.91 2.90
11Pingantunnel exitdreg field
Fangzheng
County
55 5 225.36 113.50 341 511.57 457.00 1040.19 96 74.28 149.52 32.80 1.86
12Lianbintunnel dregfield
82 5 338.64 170.55 512 768.70 768.70 1563.03 145 111.61 224.67 49.28 4.20
13
Fangzhengtunnelentrancedreg field
68 5 279.87 140.95 424 635.29 635.29 1291.76 120 92.24 185.68 40.73 2.87
14Fangzhengexit dregfield
67 5 276.38 139.20 418 627.38 627.38 1275.68 118 91.09 183.37 40.22 2.80
15
Changfavillagewaste
earth field
94 3 216.30 194.77 585 877.85 877.85 1784.97 166 127.46 256.57 56.28 5.48 5.48
16Changfatunnel dregfield
50 5 207.85 104.68 315 471.81 471.81 959.36 89 68.50 137.90 30.25 1.58
17
Changfavillage
wasteearthfield 2
170 4 538.90 353.60 446 668.31 668.31 1358.90 117 89.85 180.86 39.67 2.72
18
Shangzhivillage
wasteearthfield
70 6 702.10 145.60 750 1125.00 1125.00 2287.50 104 79.84 160.71 35.25 2.15
19
Shangzhibrickyard
wasteearthfield
250 375.00 375.00 762.50 71 54.45 109.60 24.04 1.00
20Jianshanziwasteearthfield
71 5 292.74 147.43 443 664.50 664.50 1351.15 125 96.48 194.21 42.60 3.14
21Demoliwasteearthfield
292 224.95 452.83 99.33 17.07
22
freewayearth in-takepit wasteearth field
509 763.47 763.47 1552.39 144 110.85 223.14 48.95 4.15
23G221wasteearth field
66 4 210.51 138.13 237 355.76 355.76 723.37 67 51.65 103.98 22.81 0.90
24Shuanggouwasteearthfield
94 5 388.13 195.48 294 440.53 440.53 895.73 83 63.96 128.75 28.24 1.38
25Caopigouwasteearthfield
122 8 2152.88 254.00 382 572.41 572.41 1163.91 108 83.11 167.30 36.70 2.33
26Gaolengwasteearthfield
110 8 1931.27 227.85 342 513.49 513.49 1044.10 97 74.55 150.08 32.92 1.88
27Gaolengwasteearthfield 2
95 2 124.95 196.89 296 295.80 473.29 686.27 84 64.42 129.68 28.45 1.40
28
YongqiRiver
wasteearthfield
145 6 1455.42 301.82 453 974.94 693.79 1786.63 128 98.76 198.80 43.61 3.29
29Waqi Riverwasteearthfield
82 4 258.93 169.90 511 1097.61 781.09 2011.43 144 111.18 223.81 49.09 4.17
30Shazi Riverwasteearthfield
139 4 440.71 289.17 434 934.08 664.71 1711.75 123 94.62 190.47 41.78 3.02
31Shaheziwasteearthfield
Fangzheng
County
160 5 661.63 333.22 501 1076.34 765.96 1972.46 142 109.03 219.48 48.14 4.01
32Erdaogouwasteearthfield
170 5 700.88 352.99 530 1140.21 811.41 2089.50 150 115.50 232.50 51.00 4.50
33Toudaogouwasteearthfield
236 5 975.66 491.37 738 1107.36 989.24 2251.64 209 160.78 323.65 70.99 8.72
34CK230wasteearthfield
Ilan
97 3 224.82 202.43 304 851.59 526.16 1462.90 86 66.24 133.34 29.25 1.48
35CK236wasteearthfield
188 3 434.97 391.66 588 1647.60 1017.98 2830.35 166 128.15 257.97 56.59 5.54
36CK242wasteearthfield
253 2 333.94 526.20 791 790.57 1264.91 1834.12 224 172.18 346.59 76.03 10.00
37Ilan tunnel 1dreg field
113 5 466.79 235.09 353 353.20 565.12 819.42 100 76.92 154.84 33.97 2.00
38Ilan tunne 2entrancedreg field
142 5 586.40 295.33 444 443.71 709.93 1029.40 125 96.63 194.52 42.67 3.15
39Ilan tunnel 2exit dregfield
156 5 642.37 323.52 486 486.06 777.69 1127.65 137 105.86 213.09 46.74 3.78
40Zhushanwasteearthfield
204 5 842.36 424.24 637 637.38 1019.80 1478.72 180 138.81 279.43 61.29 6.50
41Xiaowadanwasteearthfield
193 5 795.71 400.74 602 602.08 963.33 1396.82 170 131.13 263.96 57.90 5.80
42Xinghuawasteearthfield
City of
Jiamusi143 5 592.48 298.39 512 512.35 819.76 1188.65 145 111.58 224.62 49.27 4.20
43
Monkeyrockymountainentrance
dreg field
133 5 547.77 275.87 474 1743.15 923.68 2818.41 134 103.16 207.67 45.55 3.59
44
Monkeyrockymountainexit
dreg field
133 3 306.38 275.87 474 1018.42 724.73 1866.31 134 103.16 207.67 45.55 3.59
45
Xinhuavillagewasteearthfield
116 5 479.42 241.45 415 891.34 634.30 1633.44 117 90.29 181.75 39.87 2.75
6.1.9 Analysis and protective measure of temporary construction During the construction of the main project, the matching facilities include material field, beam field, rail laying site, mixer station, construction site, Construction building and construction detour ,etc. these facilities basically distribute on the both sides of the roadbed along the project route.
Prevention area of construction and production This area mainly includes the beam field, mixer station, construction site and life area, etc. mainly cultivated land and wasted land. During construction, due to frequent activities of machinery and people, the original geomorphology and vegetation are disturbed and destroyed. The hardened construction site and the remained wasted sand stone will result in changes of soil structure, leading to a poor ability of production. In order to improve the region ecological environment and reduce soil erosion, effective measures must be taken during and after the construction. Objects of treatment are as follows:10 beam fields (123.40hm2 ) 3 rail board prefabrication field (25.20h m2 ), 31 mixer station (2900h m2) temporary electricity line163.00km(7.34h m2) and other construction field, Construction building and temporary dregs piling field 46.68h m2 .the whole is 231.62h m2.
Measures for prevention and control
This project involves a great variety of construction fields and disturbs many kinds of earth surface .According to the principle “unified plan, source control, combination of prevention and restoration”, effective prevention protective measures must be taken. The key is source control and the process control. Reduce the damages of the original landform to a minimum degree. The priority is given to the combination of permanence and temporary concerning the location choice of the temporary project .2 rail laying bases need to unify permanent occupying land area of the station yard. Material factory should be built in the existed railway station.
Distribution of measures.
Temporary facility built in the existed field should be cleared after the construction had ended. Before the implementation of temporary facilities occupying the forest land, the open land and the cultivated land. Topsoil stripping quantity of farming is 50cm and forest land 30cm, wasted land 20cm. The peeling regolith should be deposited beyond fields. Knitting bags are used to protect as temporary protective measure. Piles sets should not be higher than 4m and ratio of side slope of piling should be controlled in 1:1. During piling, the exposed surface should be protected by mixing the seeds of bermuda grass and eremochloa ophiuroides, etc. plant the protection, 60kg seeds should be sowed each hectare.
In the large-scale temporary location draining water system has been included in the main body design. Excavation of drain or the cloth lap drain tank. The resilience and the investment has integrated in the principal part.
After the construction, hardened ground and the macadam pavement will be demolished completely and then filled and leveled to be smooth. cultivation and preparation of soil, the backfill regolith, execution of the farm manure, restoration for the farming and the lawn, farm manure 45m3 for each hectare. Selection of the grass plants the white aneurolepidium chinense, the purple sheep fescue, the awnless brome and so on, each hectare broadcast sowing grass seed 60kg.
The flow sees Figure 5-3-12.
The measures of soil conservation and construction quantity in the dregs (waste earth) field
Figure 6-12 Construction produces the quarters
measure arrangement flow chart
After the analysis computation, the construction production life prevention area prevention measure and the resilience see Table 5-3-28.
Coveragel i
Topsoili i
Topsoil conservation
Temporary facility arrangement
Field clearing
Topsoil backfilling
Reclaiming ground leveling/earth and fertilizer adding
Original land type Other-used land Reclaiming grassland
Farmland
Reclaiming farmland
Table 6-29 Bill of quantity for prevention measures in construction site and camp
administrative district City of Harbin
Bin County
Fangzheng County
Ilan county
City of Jiamusi
sum
ground leveling(hm2) 18.24 64.97 61.53 66.23 20.65 231.62
Construction
measures reclaiming ground leveling
green fertilizer adding(hm2)
15.66 53.72 28.18 25.74 15.97 139.27
area(hm2) 2.58 11.25 33.35 40.49 4.68 92.35 grass sowing
quantity(kg)154.80 675.00 2001.00 2429.40 280.80 5541.00 Plantation
measures shrub 1000 item 15.48 67.50 200.10 242.94 28.08 554.10
Topsoil stripping(10,000m3)
8.36 29.16 22.35 23.67 8.95 92.48
earth knitting bag(m3) 346.92 647.99 567.28 583.87 358.90 2504.96
area(hm2) 2.09 7.29 5.59 5.92 2.24 23.12 grass seeds sowing quantity(kg)125.37 437.39 335.22 355.11 134.18 1387.26
Temporary
measures
topsoil backfilling
(10,000m3) (10,000m3)8.36 29.16 22.35 23.67 8.95 92.48
Temporary access road of construction Newly built and rebuilt construction detour 202km, with a land area of 85.38hm2, are designed to be the village road or the field road. It is suggested that road surface can be the macadam pavement or the putty stone road surface, 20cm thick. When construction detour span ditch and ditch, the culvert or the bridge etc. the building should be constructed ,guaranteeing the draining water channel or the irrigation water channel unimpeded, simultaneously, the road surface should be sprayed with water regularly, Appearance of the floating dust by driving cars should be prevented. After the construction, part of the construction detour is used as the field by-path or the country road with the width 4m~7m. Pavement condition in the project area should be improved and the road system should be perfected. The roadbed the side slope of the roadbed should be protected with planting grass.
Protection of roadbed side slope
The excavation of the construction detour on the slope worsens the degree of soil erosion .The emphasis lies in the protection of side slope. The specific measures are as follows: it must be followed by the Construction that earth should be excavated and transported as needy and promptly and can not be dumped down willingly. Drainage ditches should be built inside the excavated side slope and be built with layers with a thickness 30cm. base sand cushion 15cm, the cross section for the bottom wide × ditch deep× orifice width =0.5×0.5×0.8m, the lengthwise grade 1%, flow capacity is 0.38m3/s. planting grass to protect side slope of filling and excavation..
Measures for later period
Construction detour should be restored to the original land function, if not used as the country road or the field by-path. Farming land should restored with application of farm manure, each hectare with farm manure 45m3; The original wasted land and forest land should be restored by cultivation and preparation of sowing mixed grass, the white aneurolepidium chinense, the purple sheep fescue, the awnless brome etc, each hectare sowing grass seed 60kg.
After the analysis calculation, in the construction detour area, measures of conservation of water and soil and the quantity see Table 5-3-29.
Table 6-30 prevention measure project meter of construction detour area
construction measures
draining ditch plantation measures
administrative
district
ground
leveling
(hm2)
length
�m�
earth excavation
�m3�
M7.5
mortar-laying
stone
(m3)
sand cushion
(m3)
grass sowing
(hm2)
grass sowing slope�m2)
reclaiming ground leveling and green fertilizer adding (hm2)
City of Harbin
9.23 0 0 0 0 3.32 0 5.91
Bin County 25.43 15990 24785 12152 5437 9.15 191880 16.28
Fangzheng County
23.88 14880 23064 11309 5059 8.6 178560 15.28
Ilan County 19.12 11865 18391 9017 4034 6.88 142380 12.24
City of Jiamusi
7.73 3855 5975 2930 1311 2.78 46260 4.95
sum 85.39 46590 72215 35408 15841 30.73 559080 54.66
6.1.10 conservation of water and soil plan
soil erosion In construction process, because of some construction activities, such as earth intake and abandonment, construction of embankment and culvert, remodeled landform with the artificial side slope has come into being. Moreover these activities have contributed heavy damages to the original landform and the natural vegetation, leading to reduction or lose of its original function- conservation of water and soil. The occurrence and development of original landform soil erosion are intensified and new artificial loss has being created.
Analysis of influencing factors concerning soil erosion in railway construction sees Table 5-3-30.
Table 6-31 Analytical table for influencing factors concerning soil erosion
Affective factors
Natural factorAreaArtificial factor Type of
vegetationTexture type
Exogenicforce
type of soilerosion
earth fillingsection
strip the floor vegetation, form bare earthroadbed�form earth sideslopeand roadbed.
relativelyloose precipitation
hydraulicerosion
both sidesofembankment
Frequent vehicle grinding, artificial activitiesand stripped topsoil tying up, impactsvegetation growth to reduce the soilconservation function.
relativelyloose
precipitationhydraulicerosion
Bridge andculvert
Excavated earth and mud from bridgefoundation ditch not cleared promptly iseasy tobe washed away by runoff water to form newsoil erosion.
relativelyloose
precipitationhydraulicerosion
Stationstrip topsoil, form bareearth roadbed�formearth side slopeand roadbed.
relativelyloose
precipitationhydraulicerosion
roadbedsectionstation yardsection
Bridge andculvertsectiontunnelsection
TunnelFront slope of tunnel sidenot protectedpromptly iseasy to form earth side slopeand insoil erosion.
Forest land
Farmland
relativelyloose
precipitationhydraulicerosion
Earth intakearea
Earth take fieldStrip topsoil vegetation�form borrowpit�disturb the stability of original body earthand form a great area of baresurface.
Waste land Loose precipitationhydraulicerosion
Dregs area Dregs fieldWaste piled loosely, before the realization ofprotection, isextremely to create serioussoilerosion because of loosestructureand lack of
Shrub woodland,farmland, wasteland
loose precipitationhydraulicerosion
floor coverage.
Constructionaccessarea
Constructionaccess road
Form bare roadbed surfaceand suppressvegetation
Farmland , forestland
relativelyloose
precipitationhydraulicerosion
Constructionproductionand livingarea
Large andtemporaryfacility
Suppress and destroy original landform,wildwood and weaken original soilconservation function
Farmland ,wasteland, forest land
relativelyloose
precipitationhydraulicerosion
Forecast time interval of soil erosion This project belongs to the construction item. Concerning the details of the beginning and development of soil erosion during the process, prediction period is made up of the construction preparation period, the construction period and the natural recovery period.
Preparation period
The construction preparation period of this project is from July, 2010 to October, 2010, the deadline is 3 months.
Construction period
This project construction period is from July, 2010 to June, 2014. The total time is 4.0 years.
Natural recovery period
According to natural condition of the rail line and the project characteristics, it is predicted that 2 years is needed for nature to recover from the impact of soil erosion.
The period for roadbed project construction is 17 months. The period for arch of bridge construction is 30 months. The period for tunnel construction is 33 months, after certain subsidence time, the roadbed can be paved. Period for roadbed project construction is prolonged to 24 months. Considering the construction period will possibly be adjusted, under the most disadvantageous interval, period for the tunnel area, the arch of bridge area, the abandoned dregs field area, the construction detour area and the area of construction and production should be predicted to be 3 years. Other construction period predicted to be 2.5 year. For details sees Table 5-3-31.
Table 6-32 project various project areas soil erosion forecast time interval table
foreshadowing period
roadbed section
station yard section
bridge and culvert
section
tunnel section
dregs field
construction access
road section
construction production and living area
temporary earth piling section
construction preparing period
0.5 year0.5year0.5 year 0.5 / 0.5 year 0.5 year /
Construction period
2.5 year2.5 year
3.0 year 3.0 year
3.0 year
3.0 year 3.0 year 1.0 year
nature restoring period
2 year 2 year 2 year 2 year2year
2 year 2 year /
Quantity forecast of soil erosion (1) The additional quantity of soil erosion is predicted by calculating several aspects. Possible soil erosion area caused by the construction, the soil erosion background value and predicted value of soil erosion intensity. The formula is as follows:
Prognostic formula of soil erosion quantity is:
Where, Ws1-- present soil erosion quantity (t);
Mwi-- soil erosion modulus of original landform (t/ km2. a);
Fi-- disturbed surface area (km2);
Ti-- forecast time interval (a);
N-- forecast unit.
The new added soil erosion quantity may be calculated according to the equation below:
Where, W—quantity of soil erosion of the surface disturbance, t;
�W—additional quantity of soil erosion of the surface disturbance, t;
i-- forecast unit (1,2,3,4,5);
k-- forecast time interval (1,2,3), refers to the construction preparation period, the construction period and the natural recovery period;
Fi-- ith forecast unit area, km2;
�M-- additional soil erosion modulus at different time interval and of different unit, t/(km2 . a);
(2) Modulus determination of original landform soil erosion
Based on materials collected by remote research, in combination with material collected through on-the-spot investigation, a detailed analysis of construction area's terrain landform, the climate, the vegetation and present situation of soil erosion is performed. The degree of Soil erosion of project area is and mild primarily, partial land sector suffer from moderate corrosion. The occupying land area of project belongs to forest land and cultivated land. The farming is primarily smooth and the soil erosion is slight. Therefore, depending on the present situation of soil erosion, it can be decided that original landform soil erosion modulus of this area is 200~1500t/km2 .a along the route.
(3)Modulus determination of soil erosion of landform disturbance
This project has almost the same conditions of terrain landform, vegetation and rainfall as the Snow Town highway of China. So, it is beneficial to analyze reasons, kinds and distributions of soil erosion from ChangTing to Liuhe of Snow Town highway of China. Considering the construction characteristics of railway, the result of soil erosion intensity can be analyzed and revised comprehensively
Regional soil erosion modulus of this project See Table 5-3-32.
Table 6-33 modulus of soil erosion of landform disturbance Unit: t/km2.a
Section Soil erosion modulus�t/km2•a�
ikk
ikii
TMFW ××= ∑∑==
3
1
5
1
ikk
ikii
TMFW ××= ∑∑==
3
1
5
1
VV
Nature restoring period
Construction preparing
period
Construction period First
year Second year
Roadbed section 1000 3000 1000 200
Station yard section
1000 3000
1000 200
Bridge and culvert section
1000 3000
1000 200
construction access road section
1000 3000
1000 200
Construction production and living section
1000 3000
1000 200
Plain area
�starting point�CK36+477�
Temporary earth piling section
/ 5000
Roadbed section 2000 4000 3000 1000
Station yard section
2000 4000 3000 1000
Bridge and culvert section
2000 4000 3000 1000
Tunnel section 2000 4000 3000 1000
Dregs field section/ 4000 3000 2000
Construction access road section
2000 4000 3000 1000
Construction production and living section
2000 5000 3000 1000
Low hill area�CK36+477�ending point�
Temporary earth piling section
/ 8000
(4) Quantity forecast of soil erosion of original landform
A ccording to possible soil erosion area of different construction stages and the prediction time of project construction and natural recovery, the quantity of soil erosion of original landform during future project construction and natural recovery period can be predicted based on the soil erosion modulus of original landform. The forecast time for roadbed area, the station yard area, the abandoned dregs field area forecast time is 5 years, 5.5 year for the arch of bridge area, the tunnel area, the construction detour area, the construction production and living area. Total quantity for original landform soil erosion total is 13.76×104t. For details, see Table 5-3-33.
Table 6-34forecast table for original landform soil erosion
Original landformAdministrativedistrict
Commencement and germinationmile
Foreshadowing unit Foreshadowing
area(hm2)
Foreshadowing
period(a)Modulus(t/km2·a�
Quantity ofsoil erosion�t�
Roadbed section 82.75 5 200 827.50
Station yard section 0.84 5 200 8.40
Bridge and culvertsection
54.19 5.5 200 596.09
Construction accessroad section
9.23 5.5 200 101.52
Temporary facilitysection
18.24 5.5 200 200.64
Commencement~CK16+150
Temporary earthpiling
7.35 1 200 14.70
CityHarbin
Plainarea
Subtotal 172.60 1748.85
Roadbed section 194.94 5 1500 14620.50
Station yard section 52.99 5 1500 3974.25
Bridge and culvertsection
102.25 5.5 1500 8435.63
Tunnel section 0.40 5.5 1500 33.00
Waste earth section 77.88 5 1500 5840.93
BinCounty
Low hillarea
CK16+150~CK103+350
Construction accessroad section
25.43 5.5 1500 2097.56
Temporary facilitysection
64.97 5.5 1500 5360.03
temporary earthpiling
17.30 1 1500 259.50
Subtotal 536.15 40621.40
Roadbed section 207.43 5 1500 15557.25
station yard section 43.87 5 1500 3290.25
bridge and culvertsection
130.78 5.5 1500 10789.35
Tunnel section 2.00 5.5 1500 165.00
Wasteearth section 74.30 5 1500 5572.50
Construction accessroad section
23.88 5.5 1500 1970.10
Temporary facilitysection
27.95 5.5 1500 2305.88
CK103+350~CK223+000
Temporary earthpiling
18.62 1 1500 279.30
FangZhengcounty
Low hillarea
Subtotal 528.83 39929.63
roadbed section 151.79 5 1500 11384.25
station yard section 52.16 5 1500 3912.00
bridge and culvertsection
96.59 5.5 1500 7968.68
tunnel section 0.80 5.5 1500 66.00
IlanCounty
low hillsection
CK16+150~CK103+350
wasteearth section 51.47 5 1500 3860.25
construction accessroad section
19.12 5.5 1500 1577.19
temporary facilitysection
66.23 5.5 1500 5463.98
temporary earthpiling
18.94 1 1500 284.10
subtotal 457.10 34516.44
roadbed section 80.92 5 1500 6069.00
station yard section 86.74 5 1500 6505.50
bridge and culvertsection
56.09 5.5 1500 4627.43
tunnel section 0.40 5.5 1500 33.00
wasteearth section 14.13 5 1500 1059.75
construction accessroad section
7.73 5.5 1500 637.93
temporary facilitysection
20.65 5.5 1500 1703.63
CK16+150~CK103+350
temporary earthpiling
8.76 1 1500 131.40
City ofJiamusi
low hillsection
subtotal 275.42 20767.63
total 1970.10 137583.95
(5) Quantity foreshadowing of soil erosion of landform disturbance
Based on possible soil erosion area of different project areas as well as the prediction time of project construction period and the natural recovery period , quantity of soil erosion of landform disturbance during project construction and the natural recovery period can be predicted , depending on the modulus of soil erosion of landform disturbance. By prediction, soil erosion quantity for 27.86×104t. For details, see Table 5-3-34.
(6) Additional quantity foreshadowing of soil erosion
After the computation analysis, the addition quantity of soil erosion is 14.10×104t. Among this, 4.12×104t is added in the roadbed area , the station yard area 1.30×104t, the bridge culvert 3.09×104t, the tunnel area 0.02×104t, the dregs field area 2.07×104t, the construction detour area 0.75×104t, the construction production and living area 2.29×104t and temporary earth piling area 0.45×104t. The quantity of soil erosion during project construction period is far bigger than the natural recovery period. So , it is critical time to prevent soil erosion. Practical and feasible measures, including project and plant measure as well as the temporary protective measures, should be manipulated . For possible soil erosion of the land sector, reasonable and special measure should be taken so as to control soil erosion effectively.
Table 6-35 quantity forecast table of soil erosion of landform disturbance
Nature recovery periodConstruction preparing period Project construction period
First year Second yearshadowing
Foreshadowingarea
(hm2)
Foreshadowingperiod
(a)
Eosion
modulus
(t/km2·a�
Quantity ofsoilerosion�t�
Foreshadowingarea
(hm2)
Foreshadowingperiod
(a)
Erosionmodulus
(t/km2·a�
Quantity ofsoilerosion�t�
Foreshadowingarea
(hm2)
Erosionmodulus(t/km2·a�
Quantity ofsoilerosion�t�
Foreshadowinarea
(hm2)
bedon
82.75 0.5 1000 413.75 82.75 2.5 3000 6206.25 41.38 1000 413.75 41.38
on yardon
0.84 0.5 1000 4.20 0.84 2.5 3000 63.00 0.00 1000 0.00 0.00
ge andert section
54.19 0.5 1000 270.95 54.19 3 3000 4877.10 27.10 1000 270.95 27.10
tructionss roadon
9.23 0.5 1000 46.15 9.23 3 3000 830.66 9.23 1000 92.30 9.23
oraryity section
18.24 0.5 1000 91.20 18.24 3 3000 1641.60 18.24 1000 182.40 18.24
orarypiling
on7.35 1 5000 367.50
165.25 826.25 172.60 13986.11 95.94 959.40 95.94
bedon
194.94 0.5 2000 1949.40 194.94 2.5 4000 19494.00 97.47 3000 2924.10 97.47
on yardon
52.99 0.5 2000 529.90 52.99 2.5 4000 5299.00 26.50 3000 794.85 26.50
ge andert section
102.25 0.5 2000 1022.50 102.25 3 4000 12270.00 51.13 3000 1533.75 51.13
el section 0.40 0.5 2000 4.00 0.40 3 4000 48.00 0.20 3000 6.00 0.20
eearthon
77.88 3 4000 9345.49 77.88 3000 2336.37 77.88
tructionss roadon
25.43 0.5 2000 254.25 25.43 3 4000 3051.00 25.43 3000 762.75 25.43
oraryity section
64.97 0.5 2000 649.70 64.97 3 5000 9745.50 64.97 3000 1949.10 64.97
orarypiling
on17.30 1 8000 1384.00
440.98 4409.75 536.15 60636.99 343.56 10306.92 343.56
bedon
207.43 0.5 2000 2074.30 207.43 2.5 4000 20743.00 103.72 3000 3111.45 103.72
on yardon
43.87 0.5 2000 438.70 43.87 2.5 4000 4387.00 21.94 3000 658.05 21.94
ge andert section
130.78 0.5 2000 1307.80 130.78 3 4000 15693.60 65.39 3000 1961.70 65.39
el section 2.00 0.5 2000 20.00 2.00 3 4000 240.00 1.00 3000 30.00 1.00
eearthon
74.30 3 4000 8916.00 74.30 3000 2229.00 74.30
tructionss roadon
23.88 0.5 2000 238.80 23.88 3 4000 2865.60 23.88 3000 716.40 23.88
oraryity section
27.95 0.5 2000 279.50 27.95 3 5000 4192.50 27.95 3000 838.50 27.95
orarypiling
on18.62 1 8000 1489.60
435.91 4359.10 528.83 58527.30 318.17 9545.10 318.17
bedon
151.79 0.5 2000 1517.90 151.79 2.5 4000 15179.00 75.90 3000 2276.85 75.90
on yardon
52.16 0.5 2000 521.60 52.16 2.5 4000 5216.00 26.08 3000 782.40 26.08
ge andert section
96.59 0.5 2000 965.90 96.59 3 4000 11590.80 48.30 3000 1448.85 48.30
el section 0.80 0.5 2000 8.00 0.80 3 4000 96.00 0.40 3000 12.00 0.40
eearthon
51.47 3 4000 6176.40 51.47 3000 1544.10 51.47
tructionss roadon
19.12 0.5 2000 191.18 19.12 3 4000 2294.10 19.12 3000 573.53 19.12
oraryity section
66.23 0.5 2000 662.30 66.23 3 5000 9934.50 66.23 3000 1986.90 66.23
orarypiling
on18.94 1 8000 1515.20
386.69 3866.88 457.10 52002.00 287.49 8624.63 287.49
roadbedsection
80.92 0.5 2000 809.20 80.92 2.5 4000 8092.00 40.46 3000 1213.80 40.46 1000 404.60 10519.60 4450.6
station yardsection
86.74 0.5 2000 867.40 86.74 2.5 4000 8674.00 43.37 3000 1301.10 43.37 1000 433.70 11276.20 4770.7
bridge andculvertsection
56.09 0.5 2000 560.90 56.09 3 4000 6730.80 28.05 3000 841.35 28.05 1000 280.45 8413.50 3786.0
tunnelsection
0.40 0.5 2000 4.00 0.40 3 4000 48.00 0.20 3000 6.00 0.20 1000 2.00 60.00 27.00
wasteearthsection
14.13 3 4000 1695.60 14.13 3000 423.90 14.13 2000 282.60 2402.10 1342.3
constructionaccess roadsection
7.73 0.5 2000 77.33 7.73 3 4000 927.90 7.73 3000 231.98 7.73 1000 77.33 1314.53 676.59
temporaryfacilitysection
20.65 0.5 2000 206.50 20.65 3 5000 3097.50 20.65 3000 619.50 20.65 1000 206.50 4130.00 2426.3
DK160+1000~CK223+000
temporaryearth pilingsection
8.76 1 8000 700.80 700.80 569.40
ofmusi
Lowhillsection
subtotal 252.53 2525.33 275.42 29966.60 154.59 4637.63 154.59 1687.18 38816.73 18049
1681.35 15987.30 1970.10 215119.00 1199.75 34073.67 1199.75 13407.76 278587.72 14100
(7) Prediction of destruction to the conservation of water and soil facility
According to the regulations of the charge and use of soil erosion prevention in Heilongjiang Province, forests and grassed destroyed by productive construction is included in the destruction of conservation of water and soil facility area.
Based on the above stipulation, the damage of this project to the facilities of conservation of water and soil is mainly the biological ones, including the forest land, the lawn, the orchard, the reed, the weed place. The total area is 697.13hm2, containing permanent expropriation Land 427.44hm2, temporary land 269.69hm2.
Based on the above stipulation, this project damage to facility of conservation of water and soil area is 697.13hm2, for details sees Table 5-3-35.
Table 6-36 damage of facility of the soil conservation caused by construction
Permanent expropriated land Temporary occupied land District
Orchard Forest land
Subtotal
Forest land
Waste land
Subtotal
Total
Harbin municipally-governed
District
2.79 1.78 4.57 2.34 3.57 5.91 10.48
Bin county 0 128.16 128.16 8.99 23.59 32.58 160.74
Fangzheng county 0 157.72 157.72 31.22 79.55 110.77268.49
Ilan county 0 113.18 113.18 31.65 67.19 98.84 212.02
Jiamusi municipally-governed
District
4.80 19.00 23.8 9.27 12.32 21.59 45.39
sum 7.59 419.85 427.44 83.47 186.22 269.69697.13
Preventive measures for soil erosion The protective measures include measures taken by the project, plant measure and temporary protective measures. The result indicates problems arise during the project construction period and the natural recovery period to a certain degree - disturbing the surface, destroying the original landform structure, and the acceleration of soil encroachment question. To prevent artificial soil erosion during construction and the process, protective measures of the intake field and dreg field should be supported mainly by project measure, with plant measure and reclamation measure auxiliary ,depending on the intensity and the corroded quantity ,with the combination of environment characteristic and the project characteristic. Plant measure and the reclamation measures for the side slope and the both sides of the roadbed:
(1) To the side slope, according to its height, the slope, the soil condition and geological condition of passing areas, plant measures or project measures or the combination of the two
measures are adopted. To strengthens its anti-washout ability. Guarantee its stability and prevent soil erosion.
(2) To river crossing bridge’s water immersion sector, the entire slope face of the head should be build by laying slabstones one layer after another. During the construction process, few abandoned earthwork produced during excavation of pier should be immediately used in the filling of bridge head roadbed , if not, temporary straw bags should be used to protect; For the bridge foundation with hole drilling poles, the drill hole construction process will produce the massive muds and dregs will be produced. So it is requested that the mud pit and the sedimentation pond should be built before the hole-drilling construction. And muds should be reused after recycling and sedimentation.
(3) Drainage should be established to discharge the precipitation from the slope face of the roadbed, avoiding the washout to the surrounding environment.
(4) The excavation of earth should be carried out according to the need, not leaving loose earth surface. After the construction, protective measures second ploughing or forestation should be taken to deal with the earth taking and abandoning field. And complete the drainage system.
(5) To construction detour, and big temporary base .when in use, the management and maintenance should be strengthened. After the construction, it should be restores to its original function as far as possible.
Benefit analysis After the completion of conservation of water and soil project, a comprehensive protective system will be established with project control measures primarily, the mechanical control measure, the plant measure, the temporary measure and the plant protection unify conservation of water and soil ecological environment synthesis protection system. The system can prevent soil erosion of the roadbed side slope effectively, and can control soil erosion of the dregs field basically, and can reduce soil erosion of occupied land area of construction detour, construction area on a large scale, and will limit the newly-produced soil erosion in the smallest scope. It will form a positive cycle of ecological environment. It will play a significant in the prevention and the conservation of soil and water, the security of railroad, the protection and the improvement railroad.
6.1.11 landscape vision impact assessment Along the route area many for farmland, lawn, village landscape, in addition has the part of cities landscape. Locate the region landscape environment characteristic according to the region of no relief project characteristic as well as the project, this project's following road section will create the varying degree to the local nature and the humanities landscape the impact.
Impact analysis of embankment section The landform of the project passes through is in plain area and many are filling section. But the filling is not so deep or high. Besides, the construction is designed to afforest all the side slopes of the roadbed, which makes people see a green porch in harmony with the peripheral surroundings but not a high pessimistic obstacle.
Impact analysis of the station yard to landscape vision 8 intermediate stations are newly established for this project, respectively farming land and construction land. The landscape type is common and single. However, in the construction designing, forestation and beautification are strengthened to approach to the multiplicity and
coordination of the landscape. Therefore, after the completion of the project, the exchanging overpasses, peripheral environment and visual circumstance will all be improved.
Impact analysis of the bridge to landscape vision This project altogether involves in 144 large and medium-sized bridges. The building of the bridge will produce cutting impact toward the landscape environment, forming the visual impact. Because the bridge lies between small towns and the countryside estate, the landscape is ordinary. Therefore, if only paying great attention to the landscape designing, the bridge will not have the significant impact to the peripheral landscape vision. The cross-river bridge is strengthened in the beautification designing, trying to achieve the multiplicity and the coordination of the landscape, which will greatly improve the landscape vision.
Impact analysis of earth intake field and waste dregs field on the landscape This project establishes 12 earth-intake field and 45 waste (dregs) field along the route. During the railroad construction, these fields have serious impact on the landscape, and leave scars in the landscape, abrupt in vision; after the construction, because of the reclamation and the restoration of plantation, the vision impact will be eliminated.
Generally speaking, because the local landscape is common along the route, there is not the distribution of sensitive point of landscape, and the sensitivity of the landscape is not unusual, either. The roadbed and bridge section forms the visual impact mainly because the construction itself forms the cutting impact on the landscape environment it passes through. The earth in-take and waste (dregs) field will create landscape scars and adverse towering visual impact, but which can be coordinated with the peripheral environment through the landscape afforest, outside color and appearance designing to be in integrity with the general landscape.
6.2 Investment estimate and benefit analysis of ecological
protection measure
6.2.1 Investment estimate of ecological protection There are many protection constructions in the railroad project, which are not only for the safety and stability of the project, but also for the protection of ecological environment and defending of soil erosion. The two aspects are quite difficult to separate from each other clearly. Therefore, the constructions listed in this chapter are that of protection against ecological environment, defending against soil erosion, such as protection of side slope of the embankment, the forestation, protection of earth in-take and waste (dregs) field and so on.
The project quantity and investment estimate of ecological protection measures sees Table 5-4-1. The ecology protection invests the total 534,683,500 Yuan.
Table 6-37 Master list of project quantity of ecological protection measures
Unit: 10,000 Yuan
Harbin
municipally-governed district
Bin County Fangzheng County Ilan County cityItem Unit
quantity investment quantity investment quantity investment quantity investment quan
M10
brick-laying
slab stones
m3 24662.6 592.89 69055.28 1660.09 76454.06 1837.96 54257.72 1304.36 2219Slopeprotection ofembankment
Earthwork
grillm3 502892.4 1021.37 1408098.7 2859.85 1558966.4 3166.26 1106363.3 2247.02 4526
Slopeprotection ofmoat
C25
concretem3 36677 1038.95 201033 5694.66 212444 6017.9 102234 2895.98 6777
Roadbedsection
brick-layingstonedrainingditch
Brick-laying
stone
m3 18272 517.59 48851 1383.8 66141 1873.58 39602 1121.81 1210
Projectmeasures
Stationsection
Drainingditch
Brick-laying
slabs tones
m3 2800 79.32 14820 419.81 16150 457.48 8550 242.2 1098
Brick-laying
stones
m3 0 0 2522.03 57.5 10983.66 250.43 6003.89 136.89 1926Dreg-resistingwall Foundation
excavationm3 0 0 1316.4 0.81 3758.29 2.31 3643.58 2.24 1091
Brick-laying
stone
m3 0 0 5829.55 135.18 14175.22 328.69 8059.75 186.89 4165
Foundation
excavationm3 0 0 6278.79 5.5 13375.94 11.72 8645.57 7.57 3102
Floodreleasingditch andenergyreleasing
measures Sandcushion
m3 0 0 10743.31 88.88 28209.92 233.38 16320.52 135.02 7506
Brick-laying
stone
m3 0 0 1257.52 29.16 2065.53 47.9 1192.2 27.64 408.
Foundation
excavationm3 0 0 2531.38 2.22 4157.88 3.64 2399.89 2.1 821.
Platform
draining
ditch
Sandcushion
m3 0 0 555.27 4.59 912.05 7.55 526.43 4.36 180.
Wasteearth(dregs)
field
Groundleveling
Ground
levelinghm2 0 0 77.88 84.75 74.29 80.85 51.47 56.01 14.1
Reclaiming
ground
leveling
hm2 0 0 65.7 32.43 5.48 2.7 0 0 0
Cubicmeterexcavation
m3 0 0 24784.5 21.71 23064 20.2 18390.75 16.11 5975
M7.5
brick-laying
stone
m3 0 0 12152.4 281.79 11308.8 262.23 9017.4 209.1 2929
Waterdraining
ditch
sandcushion
m3 0 0 5436.6 44.98 5059.2 41.85 4034.1 33.37 1310
Field leveling hm2 9.23 10.04 25.43 27.67 23.88 25.99 19.12 20.81 7.73
Construction
access
road
section
Agricultural reclaiming hm2 5.91 2.92 16.28 8.04 15.28 7.54 12.24 6.04 4.95
field leveling hm2 18.24 19.85 64.97 70.7 61.53 66.96 66.23 72.07 20.6Productionand living
area inconstruction
reclaiming
ground leveling andfarmyard manure
using
hm2 15.66 7.73 53.72 26.51 28.18 13.91 25.74 12.7 15.9
shrub Item 4229575 465.25 11842810 1302.71 13111683 1442.29 9305065 1023.56 3806Embankment
areaboth-sidegreening arbor item 8234 28.74 23055.2 80.49 25525.4 89.11 18114.8 63.24 7410
Planting
measures
Station
arealandscaping hm2 0.04 2.1 2.65 132.48 2.19 109.68 2.61 130.4 4.34
bridge greening�grasssowing� m2 3.84 1.19 19.33 6.01 24.73 7.69 10.84 3.37 5.3
Bridge
and culvert
area ivy item 8960 1.46 22400 3.65 26880 4.38 28000 4.56 5600
arbor 1000items 0 0 24.35 28.1 137.63 158.82 102.93 118.78 28.2
1000items 0 0 73.06 68.82 412.88 388.93 308.8 290.89 84.7
area�hm2� 0 0 8.52 0.35 48.17 1.97 36.03 1.47 9.89mixed grasssowing
quantity�kg� 0 0 511.42 2.3 2890.15 13.01 2161.57 9.73 593.
wasteearth(dregs)
field
young wood nurture hm2 0 0 8.52 1.15 48.17 6.5 36.03 4.86 9.89
grass sowing hm2 3.32 1.04 9.15 2.87 8.6 2.7 6.88 2.16 2.78construction
access road
sectionGrass sowing slopeprotection
m2 0 0 191880 149.86 178560 139.46 142380 111.2 4626
Table 6-38 master list of project quantity of ecological protection measures Unit: 10,000 Yuan
Harbin
municipally-governed district
Bin County Fangzheng County Ilan County City of Jiamusi sumitem unit
quantity investment quantity investment quantity investment quantity investment quantity investment qua
shrub1000item
15.48 14.58 67.5 63.59 200.1 188.49 242.94 228.85 28.08 26.45 554planting
measures
productionand living
area inconstruction
grass sowing hm2 2.58 0.81 11.25 3.53 33.35 10.47 40.49 12.71 4.68 1.47 92.
waterproofridge
cubicearth
m3 2076.22 1.82 3401.52 2.98 4368.05 3.83 3574.56 3.13 697.14 0.61 14
torrentgroove
earthknittingbag
m3 3788.73 47.35 6207.15 77.58 7970.89 99.63 6522.91 81.53 1272.15 15.9 257
temporarywaterdraining ditch
cubicearth
m3 1377.72 1.21 2257.15 1.98 2898.5 2.54 2371.97 2.08 462.6 0.41 936
sand-basincubicearth
m3 344.43 0.3 564.29 0.49 724.63 0.63 592.99 0.52 115.65 0.1 234
iron wire guardrail m2 8800 44 37000 185 42120 210.6 14800 74 20020 100.1 122
temporary
measures
embankment
section
knitting cloth coverage m2 17820 1.78 9100 0.91 135051 13.51 115236 11.52 184570 18.46 46
earthknittingbag
earth-retainingwall
m3 2866.46 35.83 8322.09 104.02 8588.12 107.34 6092.62 76.15 2405.57 30.07 282temporarily -piled earthprotection
densenetworkcoverage
m2 19507.5 5.85 56635.5 16.99 58446 17.53 41463 12.44 16371 4.91 192
earth knitting bag
earth-retaining wallm3 225.14 2.81 434 5.42 690.31 8.63 476.54 5.96 292.71 3.66 21
station
area densenetworkcoverage
m2 8800 2.64 32700 9.81 20675 6.2 39425 11.83 14875 4.46 116
guardrail bar�ironwire� m2 0 0 260 1.3 1300 6.5 520 2.6 260 1.3 234
tunnel
section stone-piling dreg-resisting wall
m3 0 0 755.6 1.94 1240.05 3.18 1543.89 3.96 1544.57 3.96 508
earth knitting bag
earth-retaining wallm3 622.73 7.78 762.07 9.53 800.05 10 846.15 10.58 612.59 7.66 364
densenetworkcoverage
m2 67325 20.2 100825 30.25 111125 33.34 124300 37.29 65150 19.55 468
mud sump quantity Item 1 0.03 2 0.07 3 0.1 5 0.17 2 0.07 13
bridge andculvertsection
sedimentationbasin
quantity item 2 0.05 4 0.11 6 0.16 10 0.27 4 0.11 26
productiond li i
topsoil stripping hm2 18.24 17.15 64.97 61.08 61.53 57.85 66.23 62.27 20.65 19.42 23
earth knitting bag m3 346.92 4.34 647.99 8.1 567.28 7.09 583.87 7.3 358.9 4.49 250
grass seedssowing hm2 2.09 0.65 7.29 2.27 5.59 1.74 5.92 1.84 2.24 0.7 23.
and living
area inconstruction
topsoil backfilling hm2 8.36 54.23 29.16 189.21 22.35 145.01 23.67 153.62 8.95 58.04 92.
topsoil stripping hm2 0 0 77.88 73.22 74.29 69.85 51.47 48.39 14.13 13.29 217
earth knitting bag m3 0 0 1684.76 21.06 2517.23 31.46 1439.19 17.99 492.76 6.16 613
grass seedssowing hm2 0 0 7.48 2.33 5.71 1.77 3.86 1.2 1.06 0.33 18.
wasteearth(dregs) field
topsoil backfilling hm2 0 0 29.93 194.24 22.84 148.18 15.44 100.19 4.24 27.51 72.
6.2.2 Benefit analysis of ecological protection The construction plane will be in control after the implementation of ecological protection measures. By the end of the construction and the afforestation, the vegetation will be restored for the exposed surface caused by the construction. The soil erosion will be effectively controlled and quality and of the ecological environment will also be improved.
The degree of the soil erosion is weakened for the roadside side slope because there are some effective drainage systems such as mortar-laying slabstone on the roadbed side slope, plant coverage protection, drain gutters, side-gutters, etc. The systems are useful to the stability of side slope to guarantee the safety of railway transportation.
There are altogether 375510 arbors and 43729.36 thousand bushes newly planted, 237.52hm2 for grassing sowing and gardening afforestation. All these play an active role in the soil conservation and ecological environment improving along the route.
6.3 Summary
1. The land utilization patterns are primarily farmland for the railroad construction from Harbin to Jiamusi. Vegetation coverage is relatively ideal in Fangzheng and Ilan County. The soil erosion is mild. Along the route, the ecological environment is comparatively stable and the bearing capacity is strong.
2. According to National vegetation regionalization, the entire line of the construction belongs to the temperate zone prairie region�eastern prairie sub-region�temperate zone north prairie region the temperate zone needle broad-leaf mixed forest region�temperate zone north needle broad-leaf mixed forest region. Along the route the vegetations are mainly wildwood, planted forest, brush, meadow prairie, bog and farmland. The common plants are the populus davidiana, the Korean pine, two-color lespedeza and so on.
3. In the animal geography regionalization, the route belongs to Song-Liao Plain area, Changbai Mountain and Xiao Xing’an range mountain area, because this area sees frequent human activities, along the route mostly farmland, villages. In addition, because of the impact from The Tong-San highway, G211 and railway, the animal resoureces are more deficient along the route and they are primarily common kinds.
There are 28 protection animals along the route. And among them, birds are 26 kinds (national Level-II protection birds 20 kinds, Heilongjiang provincial-level protection birds 6 kinds); there are 2 kinds of provincial-level protection animals for crawling class.
4. The permanent occupying land area in this project includes roadbed occupying land, station yard land, the arch of bridge, access-exit tunnel land, altogether 1416.27hm2. The additional land-levying type involves in farmland 903.20 hm2, 63.77%; forest land 419.85, 29.65%; construction land 42.63 hm2, 3.01%; orchard 7.59 hm2, 0.54%; pond 8.24 hm2, 0.58%.
The permanent occupying land impacts slightly on the local land utilization pattern along the route. The design fully considers reducing of occupying land, and the project is in striation distribution. Therefore it may reduce the impact to the smallest degree through economic compensation measures making and restoring field and so on.
5. This project occupies a land area of 534.78 hm2 temporarily, primarily arid land. The temporary project takes into account the combination of temporary and forever impact, trying to reduce land-occupying through using permanent levying-land and urban land within the scope of existed field or station section. The established temporary store depots completely use the old stations, without new land-occupying. Using old stations without increasing occupying, this line lays 2 rail bases, located separately at Xinxiangfang Station and Jiamusi Station of Harbin.
6. The construction will permanently occupy forest land for 419.85hm hm2. The next design will further make clear about the quantity and kinds of felling tree. In the design and construction process, if national or local protective trees found, they should be transplanted. And so are done to those small trees suitable for transplanting and those trees of great value. To those of little value and unsuitable for transplanting, under the local forestry department’s instruction, different replanting or currency compensation is carried on, in line with the isometric compensation principle of national and local compensation standard.
This project takes many measures such as plantation measures on roadbed side slope plant measure, afforestation of arbor and bush planting, forest belt on the sandstorm roadbed, afforestation on the temporary location, earth in-take area, and waste (dregs) fields and so on. The entire line altogether newly plants tree 375510, bush 43729.36 thousand, grass sowing and gardening afforestation 237.52hm2, which may play an active role improving the ecological environment along the route.
7. The total length of the main-line bridge is 172862.60 double linear meter /144, accounting for 51.28% of the line span. Among it, double-line extra-longbridges are 157506.23 double extension meter/88; double-line large bridges are 15084.71 double extension meter/53; double-line moderate bridges are 206.46 double extension meter/2; steel-framed moderate bridges are 65.2/double extension meter one. The number of newly-built culverts is 294 and after deducting the length of the bridges and tunnels, the culvert is 1.90 for each kilometer.
When surmounting the high-grade road, in the design the bridge directly passes through. The bridge pier is not established amidst the road and on the roadbed side slope. Simultaneously it should be considered that the bridge construction may impact the normal use of the road. The measures above can satisfy the need of activities and passing for people and animals.
Some requirements are considered in the construction designing of the bridges and culverts, such as flood expelling, irrigation, the surface runoff, and people’s outgoing, animal channels. Bridges and culverts are all designed with a 1/100 water level ( Ilan-Mudanjiang bridge using 1/300 for examination and calculation). And the draining ditch will be designed on both sides of the railroad to the impact to the least degree toward the rivers, flood expelling, irrigation, surface flow and animal channels.
8. The Harbin-Jiamusi rail line penetration plan includes 9 tunnels, all in double-line, total length 14.093km, taking up 4.18% of the entire new line. It is suggested that the tunnels shorter than 500m use single mouth for construction and dregs outgoing to reduce the destruction toward surroundings.
The impact analysis of the tunneling to crown vegetation indicates the volume of the water upwelling is small and leaking is mainly the micro bedrock crevice water; the water for the tunnel summit vegetation to grow is mostly from the natural precipitation and the construction nearly has no impact to the vegetation. There are only 2 inhabited areas within the scope of 1000m at the entrance and exit. The production and living both use groundwater and the section of the body tunnel has little connection with the resident’s water conservation. The construction has the slight impact to the local people’s drinking water.
9. This design includes 487 individual roadbed points, with the total length labor 150.142km, taking up 44.54% of the newly built total length. The constructions are mainly moat slope protection, deep cut, sticky embankment, soft ground embankment and so on.
10. The additional soil-erosion quantity is 14.10×104t, which is more than that in natural recovery period. This is the important section for soil erosion protection. To effectively control soil erosion, some points must be paid attention to, such as feasible project, plant measure as well as temporary protective measures, having a reasonable government toward the possible section for soil erosion.
In the whole line, the total quantity of earth and stone is 4111.78×104m3, among it is filling 1437.24×104 m3; the earth or stone excavated 2674.54×104 m3. The earth excavated should be used to fill as far as possible. In this construction the used earth is 951.44×104 m3. And the total abandoned earth is 1723.10×104 m3, in which 118.53×104 m3 topsoil is reused in afforestation with the earth, 1604.57×104 m3 taken to the dregs field as permanent waste (dregs).
This design initially chooses 12 earth in-take areas, all old stone pits. Altogether 45 dregs fields are chosen, the area 217.78hm2 , many enough for the dregs along the route. And in this construction, some measures are taken concerning corresponding project protection and afforestation. These measures are all about the following aspects: mixing of earth and stone, waste (dregs) field, roadbed side slope, foundation waste of arch and bridge. The implementation of these measures will reduce the soil erosion and the impact of earth-stone construction on the ecological environment.
11. The monitoring and inspection of construction unit, supervisor unit and environment protection personnel will enhance the realization of every environment protection measure.
In brief, the impact of railroad on ecological environment is mainly shown in the destruction to the vegetation and land along the route. The destruction is from earth taking and abandoning, roadbed excavation and backfilling, etc. Through the realization of every relieving and compensating measure, the construction will not create serious harm toward the local ecological environment. After the construction, the ecological environment will gradually restore and improve along the route with the carrying out of the protection and greening measures.
7 Environmental Impact Assessment of Noise
7.1 Investigation and assessment on current status of acoustic
environment
Noise level monitoring along the alignment was conducted at noise-sensitive sites during
EIA preparation. Details of the monitoring results and prediction are shown in Annex 4.
7.2 Predication and evaluation on noise impact
7.2.1 Assessment of prediction result
Noise level prediction was conducted based on monitoring results and mathematical
models. The details of the prediction results are shown in Annex 5.
Due to the construction of the project, the quantity of freight transportation pairs within
Harbin and Jiamusi Hubs would reduce. Increasing CWR would better the noise and
vibration impact within the hubs.
1. Harbin Hub
�1�30m to the Outer Rail Central Line
The near term Leq at 30m to the old outer rail central line were
57.7�65.1dBA�54.3�66.2dBA in the day and night, -4.4�2.5dBA�-6.8�3.9dBA
higher than the current status, thus are able to meet the standards of Day 70dBA and
Night 70dBA set in the GB12525-90�Railway Boundry Noise Limits and Measuring
Methods�.
�2�residential area
• Grade IV area - The near term value of each survey point in the Grade IV area were
56.0 59.5dBA and 52.5 56.2dBA in the day and night, -4.3-2.5dBA, -6.3 -3.2dBA
higher than the current status, up to the standards of Day 70dBA set in the GB12525-
90 Railway Boundry Noise Limits and Measuring Methods. 7 points surpassed
0.2 1.2dBA of the standard of Night 55dBA for the Grade IV area set in GB3096-2008.
• Grade II area - The near term value of each survey point in the Grade II area were
53.7 57.6dBA and 49.1 54.5dBA in the day and night, -4.3-2.5dBA, -6.4 -3.1dBA
higher than the current status. 33 points surpassed 0.16.1dBA of the standard of Day
60dBA for the Area II set in GB3096-2008; 154 points surpassed 0.34.5dBA of the
standard of Night 50dBA for the Area II set in GB3096-2008.
• Grade III area - The near term value of each survey point in the Grade III area along the both
sides of the old railways were 53.561.4dBA and 49.3 62.1dBA in the day and night, -
3 1.6dBA -4.0 3.6dBA higher than the current status, up to the standards of Day 65dBA
set for the Grade III area in the GB3096-2008. 3 points surpassed 0.27.1dBA of the
standard of Night 55dBA for the Area III set in GB3096-2008.
�3�Special Sensitive Points at Schools and Hospitals
Day54.8�59.4dBA�-4.4�-2.7dBA higher than the current status, met the according
criteria; Night50.4�56.1dBA, -7.2�-3.2dBA higher than the current status. 8 Points
surpassed 1.4�3.4dBA of the criteria.
The specific estimation statistical results at Harbin are as in the table 6-2-5 below.
Table 7-1 Estimated Statistic Results
Estimated
Value�dB�Overstandard
Value�dB�
Overstandard
Measuring
Point
Numbers
Difference to the
Current
Value�dB�Measuring
Points
Monitoring
Point
Numbers
Day Night Day Night Day Night Day Night
Within
30mto
external
rail
central
line�
27 56.6�67.554.1�66.5 / / / /-
4.5�2.4-7�4
30mto
external
rail
central
line
31 57.7�65.154.3�66.2 0�0 0�0 0 0 -
4.4�2.5
-
6.8�3.9
Class IV 15 56�59.5 52.5�56.2 0�0 0.2�1.2 0 7-4.3�-
2.5
-6.3�-
3.2
Area
Class 1 42 53.7�57.649.1�54.5 0�0 0.3�4.5 0 33
-4.3�-
2.5
-6.4�-
3.1
Estimated
Value�dB�Overstandard
Value�dB�
Overstandard
Measuring
Point
Numbers
Difference to the
Current
Value�dB�Measuring
Points
Monitoring
Point
Numbers
Day Night Day Night Day Night Day Night
Class III 10 53.5�61.449.3�62.1 0�0 0.2�7.1 0 3 -3�1.6 -4�3.6
School 20 54.8�59.450.4�56.1 0�0 1.4�3.4 0 8-4.4�-
2.7
-7.2�-
3.2
2. Jiamusi Hub
�1�30m to the Outer Rail Central Line
The near term value at 30m to the old outer rail central line were 59�69.4dBA,
55.8�69.5dBA in the day and night, -2.5�5.9dBA, -2.4�6.7dBA higher than the current
status, up to the standards of Day 70dBA and Night 70dBA set in the GB12525-
90�Railway Boundry Noise Limits and Measuring Methods�.
�2�Residential areas
• Grade IV area - The near term value of each survey point in the Grade IV area were
55 68.2dBA and 52.9 68.4dBA in the day and night, -3.52.2dBA, -6.8 2.6dBA higher
than the current status, up to the standards of Day 70dBA set in the GB12525-90Railway
Boundry Noise Limits and Measuring Methods. 23points surpassed 0.113.4dBA of the
standard of Night 55dBA for the Grade IV area set in GB3096-2008.
• Grade I area - The near term value of each survey point in the Grade I area were
54.6 59.5dBA and 50.8 58.9dBA in the day and night, -2.41.3dBA, -4.4 2 .0dBA, -
2.4 1.3dBA, -4.4 2 .0dBA higher than the current status. 11 points surpassed 0.34.5dBA
of the standard of Day 55dBA for the Area I set in GB3096-2008; 12 points surpassed
5.8 13.9dBA of the standard of Night 45dBA for the Area I set in GB3096-2008.
• The near term value of each survey point in the Grade III area were 56.162.8dBA and
53.0 62.7d dBA in the day and night, -2.43.5dBA, -1.8 4.0dBA higher than the current
status, up to the standards of Day 65dBA set for the Grade III area in the GB3096-2008. 11
points surpassed 0.37.7dBA of the standard of Night 55dBA for the Area III set in GB3096-
2008.
�3�Special Sensitive Points at Schools and Hospitals
Day55.8�60.0dBA�-2.2�-0.1dBA higher than the current status, met the according
criteria; Night53.1�59.4dBA, -1.4�0.6dBA higher than the current status. 2 Points
surpassed 3.1�9.4dBA of the criteria.
The specific estimation statistical results at Harbin are as in the table 6-2-6 below.
Table 7-2 Estimated Statistic Results
Estimated
Value�dB�Overstandard
Value�dB�
Overstandard
Measuring
Point
Numbers
Difference to the
Current
Value�dB�Measuring
Points
Monitoring
Point
Numbers
Day Night Day Night Day Night Day Night
Within
30m to
external
rail
central
line�
17 58.2�73.554.7�73.7 / / / /-
1.3�13.4
-
1.9�16.2
30m to
external
rail
central
line
27 59�69.4 55.8�69.5 0�0 0�0 0 0 -2.5�5.9 -2.4�6.7
Class IV 26 55�68.2 52.9�68.4 0�0 0.1�13.4 0 23 -3.5�2.2 -6.8�2.6
Area
Class 1 12 54.6�59.550.8�58.90.3�4.55.8�13.9 11 12 -2.4�1.3 -4.4�2
Class III 13 56.1�62.8 53�62.7 0�0 0.3�7.7 0 11 -2.4�3.5 -1.8�4
School 2 55.8�60 53.1�59.4 0�0 3.1�9.4 0 2-2.2�-
0.1 -1.4�0.6
3. Inter-zone Section
�1�30m to the Outer Rail Central Line
The near term value at 30m to the old outer rail central line were 62.3�69.2dBA,
57.1�63.7dBA in the day and night, 6.4�18.1dBA, 8.2�19.8dBA higher than the
current status, up to the standards of Day 70dBA and Night 70dBA set in the GB12525-
90�Railway Boundary Noise Limits and Measuring Methods�.
�2�Residential Houses
• Grade IV area - The near term value of each survey point in the Grade IV area were
59.6 67.8dBA and 56.3 62.3dBA in the day and night, 5.316.3dBA, 7.3 15.2dBA
higher than the current status, up to the standards of Day 70dBA set in the GB12525-
90 Railway Boundry Noise Limits and Measuring Methods. 9 points surpassed
1.3 7.3dBA of the standard of Night 55dBA for the Grade IV area set in GB3096-2008.
• Grade I area - The near term value of each survey point in the Grade I area were
57.1 61.2dBA and 53.1 57.9dBA in the day and night, 4.06.3dBA, 4.7 10.7dBA, -
2.4 1.3dBA, -4.4 2 .0dBA higher than the current status. 3 points surpassed 2.16.2dBA
of the standard of Day 55dBA for the Area I set in GB3096-2008; 3 points surpassed
8.1 12.9dBA of the standard of Night 45dBA for the Area I set in GB3096-2008.
• Grade II area - The near term value of each survey point in the Grade II area were
56.5 66.1dBA and 51.0 60.6dBA in the day and night, 1.615dBA, 1.8 17.1dBA. 89
points surpassed 0.16.1dBA of the standard of Day 55dBA for the Area II set in GB3096-
2008; 121 points surpassed 1.010.6dBA of the standard of Night 50dBA for the Area II set
in GB3096-2008.
• Grade III area - The near term value of each survey point in the Grade III area were
58.7 65.5dBA and 54.1 60.2dBA in the day and night, 3.414.1dBA 4.4 15.4dBA
higher than the current status. 1 points surpassed 0.5dBA of the standard of Day 65dBA for
the Area III set in GB3096-2008; 4 points surpassed 0.45.2BA of the standard of Night
55dBA for the Area III set in GB3096-2008.
(3) Special Sensitive Points at Schools and Hospitals
Day57.1�67.5dBA�5.1�13.7dBA higher than the current status, met the according
criteria; Night53.1�59.4dBA, 5.1�13dBA higher than the current status. 1 points
surpassed 0.5dBA of the standard of Day 65dBA for the Area III set in GB3096-2008; 5
points surpassed 1.0�7.5dBA in the day; 7 points surpassed 1.3�12.1dBA of the
standard in the evening.
The specific estimation statistical results at inter-zone sections are as in the table 6-2-6
below.
The specific estimation statistical results at Harbin is as in the table 6-2-7 below.
Table 7-3 Estimated Statistic Results
Estimated
Value�dB�Overstandard
Value�dB�
Overstandard
Measuring
Point
Numbers
Difference to the
Current
Value�dB�Measuring
Points
Monitoring
Point
Numbers
Day Night Day Night Day Night Day Night
Within
30m to
external
rail
central
line
20 61.3�70 58.0�64.7 / / / / 6.4�19.110.6�20.3
30m to
external
rail
central
line
63 62.3�69.257.1�63.7 0�0 0�0 0 0 6.4�18.1 8.2�19.8
Class IV 9 59.6�67.856.3�62.3 0�0 1.3�7.3 0 9 5.3�16.3 7.3�15.2
Area
Class I 3 57.1�61.253.1�57.92.1�6.28.1�12.9 3 3 4�6.3 4.7�10.7
Area
Class II 121 56.5�66.1 51�60.6 0.1�6.1 1�10.6 89 121 1.6�15 1.8�17.1
Area
Class III 6 58.7�65.554.1�60.20.5�0.5 0.4�5.2 1 4 3.4�14.1 4.4�15.4
School 7 57.1�67.551.3�62.1 1�7.5 1.3�12.1 5 7 5.1�13.7 5.1�13
4. Noise Estimation Value Changes in the Long Run
The project operation train types and opening modes will have no change while the train
pair numbers will have an increase in the long run. The noise estimation will be higher
than the current value: noise equivalent grade will add 0.1~4.7dBA in the day and
0.1~1.8dBA in the evening.
5. Noise Sensitive Points in the Zone between the Old and New Lines
3 points of this sort were designed in this project. They were N38 Water Source
Community Bungalow at Harbin Hub; N113 Glass Factory Family Buildingt N137
Model Village at Jiamusi Hub. 3 functional zones were all over standard. The assessment
suggested the resettlement within 30m of the project and adopting the sound barriers and
sound isolation windows at N38 and N113. Also, the assessment suggested the sound
isolation window for the inhabitants at N137 lived in dispersion ,
7.2.2 Equivalent Sound Grade Estimation Results of Typical Sections
In the light of the actual situations, the sound grade estimation results of the pure railway
noise were shown at the different sections and subgrade types and heights in the table 7-
4.
Table 7-4 Shield-free Noise Equivalent Sound Level along the Route
Unit: dBA
Noise Equivalent Sound Level (dBA)
30m 60m 120m 200m Section Route
Type
Rail Top
Height(m)
Day Night Day Night Day Night Day Night
Subgrade 0 58.7 56.9 55.0 53.2 51.6 50.1 48.9 48.0
Subgrade 2 60.0 58.2 55.5 53.7 51.8 50.3 49.1 48.1
Subgrade 4 61.0 59.2 56.0 54.3 52.1 50.6 49.2 48.2
Harbin -
Taiping
Bridge
Bridge 8 62.1 60.4 59.9 58.2 55.5 54.0 52.5 51.5
Subgrade 0 60.9 55.6 57.2 51.9 53.8 48.7 50.9 46.2
Subgrade 2 62.2 56.9 57.7 52.5 54.0 48.9 51.0 46.3
Subgrade 4 63.2 57.9 58.2 53.0 54.3 49.2 51.1 46.4
Taiping
Bridge -
Jiamusi
Bridge 8 64.3 59.1 62.2 56.9 57.7 52.6 54.4 49.7
Subgrade 0 63.0 62.0 59.2 58.3 55.9 55.0 53.6 52.8Jiamusi –
Eastern
Jiamusi Subgrade 2 64.3 63.3 59.8 58.8 56.2 55.2 53.7 52.9
Noise Equivalent Sound Level (dBA)
30m 60m 120m 200m Section Route
Type
Rail Top
Height(m)
Day Night Day Night Day Night Day Night
Subgrade 4 65.3 64.3 60.3 59.3 56.4 55.5 53.8 53.0Jiamusi
Bridge 8 66.4 65.4 64.2 63.2 59.9 58.9 57.1 56.3
Notes: 1� The noise shielding distance determination condition is the area open and
without any shield�
2� The table above considered the noise impact of the project railroad only, without
taking any other noise source and environmental background noise into consideration.
7.2.3 City Planning for the Ongoing Zone Noise Protection Distance
The assessment suggested the sound environment distances for the valuable land
resource, speedy development and the protection of the newly built buildings in the new
developing zones along the project as shown in the table 7-5.
Table 7-5 Sound Environment Protection Distance Unit: m
Section Route
Type
Rail Top
Height(m)Distance to the External Rail (m)
30m to the
exterial rail
central line
(70dB�70dB)
Area Class I
(70dB�55dB)
Area Class III
(65dB�55dB)
Area Class II
(60dB�50dB)
Area Class
I
(55dB�45dB)
Day Night Day Night Day Night Day Night Day Night
Subgrade 0 <30 <30 <30 39 <30 39 <30 110 64 >200
Subgrade 2 <30 <30 <30 45 <30 45 31 117 69 >200
Subgrade 4 <30 <30 <30 50 <30 50 36 124 75 >200
Harbin
-
Taiping
Bridge
Bridge 8 <30 <30 <30 93 <30 93 62 >200138 >200
Subgrade 0 <30 <30 <30 34 <30 34 36 92 96 >200
Subgrade 2 <30 <30 <30 40 <30 40 42 98 101>200
Subgrade 4 <30 <30 <30 45 <30 45 47 104 107>200
Taiping
Bridge
-
Jiamusi
Bridge 8 <30 <30 <30 82 <30 82 85 193 185>200
Subgrade 0 <30 <30 <30 125 <30 125 53 >200152 >200
Subgrade 2 <30 <30 <30 130 <30 130 59 >200158 >200
Subgrade 4 <30 <30 <30 135 <30 135 65 >200164 >200
Jiamusi
–
Eastern
Jiamusi
Bridge 8 <30 <30 <30 >200 55 >200 120 >200 >200 >200
Notes: 1� The noise shielding distance determination condition is the
area open and without any shield�
2� The table above considered the noise impact of the project railroad only,
without taking any other noise source and environmental background noise into
consideration.
7.3 Noise Mitigation Measures
7.3.1 Noise mitigation schemes
1. Economic Comparison of Noise Pollution Treatment Measures
The railway noise pollution treatment measures are mainly the barrier screen, green-belt,
sensitive point function change and building sound-proof protection. The noise pollution
treatment measures suitable to the sensitive points of all kinds are outlined according to
the experience of the railway noise pollution treatment of many years, the general
condition of the project sensitive points, noise over standard situation and other projects
and surrounding conditions in the table 6-1-3.
Table 7-6 Economy and Technology Comparison of Noise Pollution Treatment Measures
Treatment
Measures Effect Analysis
Investment
Comparison
Suitable Sensitive Point
Classification
Barrier Screen Noise reduced by Large
i t t
Applicable to the sensitive points
6�10dBA could improve
indoor and outdoor
environment, not to
affect the everyday life
of the inhabitants.
investment close to the railway, high
intensity building, large scale,
line mode in embankment and
bridge
Green-belt
1�3dBA additional
rainfall of green belt of
10�30mwhile beautify
the environment;
Requiring more land and
resettlement
Comparative
large
investment
Having the best comprehensive
environment effect, but involving
more land and resettlement.
Harder in realization.
Sensitive
point function
changes
The railway noise impactavoided basically, but more investment and more difficult performance
large
difference
between
rural and
urban areas
and large
investment
Requiring the new purchase of
houses by the inhabitants and
comprehensive arrangement of
the government. Not easy in
performance.
Building
sound-
proof(sound-
proof
ventilation
windows,
sound-proof
corridors and
balconies, etc)
Noise reducing amoun
>25dBA�affecting visual
sense and ventilation and
the everyday life of the
inhabitants
Comparative
less
investment
Good noise reducing effect and
less investment, but affecting the
everyday life of the inhabitants
Damping steel
rail
Effectively degraded the
noise grade and vibration,
noise reducing amount
2�3dBA
Comparative
large
investment
Several railways parallel, could
be supplementary measure to the
bad effect of the sound barrier
2. Noise Pollution Treatment Principles
The project is the new construction of the railway. In accordance with the project
features, sensitive point scale and position relations, the assessment was determined to
employ the noise treatment principles as follows:
1�Based on the principle of “better the old with the new”, the project treated the
overstandard sensitive points affected by the old railway.
2�In accordance with the principle of “treatment by the one who polluted”, the bidding
due to the project adopted the measures as sound barriers, sound isolation windows and
the like to meet the corresponding standard limits or house utilizing function.
3�Considering the sound barrier measures first, then the partial protection of the
receiving points.
4�Adopting the installation of the sound isolation ventilation windows at the points at a
small scale or inapplicable for the sound barriers. Remeasuring the actual noise level
during the trail operation period following the project completion, carrying out the
measures in case of the real overstandard results.
5�Ensuring the schools up to the standards, or enough for the indoor function.
6�In combination with the vibration overstandard protection measures, resettle the
sensitive objects adjacent to the railways and under a greater impact.
3. The analysis and demonstration on the treatment measures for the rebuilt section in
Harbin
There are normally 3 kinds of noise pollution protection measurement: resettlement,
sound isolation window and sound barrier.
The reconstruction of Harbin line under the project changed the rail only without the
movement of the line position. In the meanwhile, the sensitive points along the route
were distributed in high density and mostly the comparatively new high-storey buildings
in their construction ages in Harbin Hub, which replaced by the bodies and rails in better
condition. Therefore, it was forecasted that the noise value in the Harbin Hub in the
operation period.
In view of the special circumstances at the Harbin, the assessment adopted the following
noise pollution treatment measurements:
1�Only sound proof windows were installed for the deep cutting section unable to set
sound barriers and resettlement.
2�Demolishing the houses within 30m at the plane sub-grade or bridge section.
3�The sound barrier and isolation window methods at the sensitive points in high
density.
4�The sound isolation measure was used at the scattered sensitive points.
3. Noise Pollution Treatment Measures
In accordance with the noise pollution treatment principles and the economic and
technical comparative results, the summary of the noise pollution treatment measures for
the sensitive objects along the project was as in the Annex 6.
7.3.2 Noise Mitigation Measure Assessment
1. The current situation of measure assessment sensitive points at N4 Xiehe Hospital,
Highway Bureau and State Resource Bureau and N6 Hayi Hospital:
Xiehe hospital has high cutting in 3.1m, 3 floor-storey and 50 beds in in-patient
department.
Highway Bureau and State Resource Bureau and Hayi Hospital has high cutting in 1.2m,
12 storey, work in the day, no accommodation. The oral and optical departments of Hayi
Hospital were affected, having 11 storey and 300 beds altogether.
The present subgrade has 4 rails, 2 of them near the sensitive points are close to the main
line of Bingjing Line, the other are and line 3 and 4. Following the opening, 2 main line
will be in use for the straight assess from the project to Harbin Station.
The current condition is that the old lines have trains flow of 12 pairs of freight trains,
passenger train of 38.5 pairs, with the seam line.
Current Noise Value, referring to Table 7-7�
Table 7-7 Current Noise Values at Xiehe Hospital, State Land Bureau, Highway Bureau and
Hayi Hospital
Distance from
Monitoring Points to
External Rail Central
Line(m)
Current Status
ValueLeq(dB) Names of
Sensative
Points
Subgrade
Type Directions
Project
Line Old Line
Difference
between
Measuring
Points to
Rail
Top(m) Day Night
Xiehe
Hospital Cutting Right 24 24 4.3 63.2 61.9
18 18 2.4 63.5 62.3
18 18 17.4 61.1 59.4
State
Land
Bureau,
Highway
Bureau
Cutting Right
18 18 32.4 59 57
Distance from
Monitoring Points to
External Rail Central
Line(m)
Current Status
ValueLeq(dB) Names of
Sensative
Points
Subgrade
Type Directions
Project
Line Old Line
Difference
between
Measuring
Points to
Rail
Top(m) Day Night
20 20 2.4 63.8 62.9
30 30 2.4 62.8 61.2
108 108 14.6 59.8 56.6
108 108 29.6 60.8 57.3
Hayi
Hospital Cutting Right
108 108 59.6 59.3 56.3
The current noise values are all above 55db.
The train flow after operation: 6 pairs of passenger trains, 56 pairs of motor trains with 8
in one group, 29 pairs with 16 in one group. Cancelling the freight trains, change the
seam rails to seamless, close the entire line. Due to the cancellation of the freight train
pairs, improved line conditions and train body, the noise value will better than the current
status value.
The noise estimated values in the operation period are as shown in the table 6-3-4.
Table 7-8 Estimated Value of Noise at Xiehe Hospital, State Land Bureau, Highway Bureau
,Hayi Hospital during Operation Period
Distance
from
Monitoring
Points to
External
Rail Central
Line (m)
Current
Status
Value
Leq(dB)
Estimated
Value in
2020
Leq(dB)
Difference
between
Current
Value and
in 2020
(dB)
Names
of
Sensative
Points
Subgrade�� Directions
Project
Line
Old
Line
Difference
between
Measuring
Points to
Rail
Top(m)
Day Night Day Night Day Night
Distance
from
Monitoring
Points to
External
Rail Central
Line (m)
Current
Status
Value
Leq(dB)
Estimated
Value in
2020
Leq(dB)
Difference
between
Current
Value and
in 2020
(dB)
Names
of
Sensative
Points
Subgrade�� Directions
Project
Line
Old
Line
Difference
between
Measuring
Points to
Rail
Top(m)
Day Night Day Night Day Night
Xiehe
HospitalCutting Right 24 24 4.3 63.261.9 58.8 55.2 -4.4 -6.7
18 18 2.4 63.562.3 59.1 55.5 -4.4 -6.8
18 18 17.4 61.159.4 56.8 52.2 -4.3 -7.2
State
Land
Bureau,
Highway
Bureau
Cutting Right
18 18 32.4 59 57 54.8 51.1 -4.2 -5.9
20 20 2.4 63.862.9 59.4 56.1 -4.4 -6.8
30 30 2.4 62.861.2 58.5 54.5 -4.3 -6.7
108 108 14.6 59.856.6 55.6 51.1 -4.2 -5.5
108 108 29.6 60.857.3 56.6 51.5 -4.2 -5.8
Hayi
HospitalCutting Right
108 108 59.6 59.356.3 55.1 50.4 -4.2 -5.9
In view of the estimated values, 3 sensitive points will still be 55db higher than the
standard in the operation period, but lower than the current status.
The investigation to the old subgrade condition of this section shown that the ballast is
1,5m away from the drainage ditch and embedded the telecommunication cable.
Therefore, no condition in this section is enough for the placement of the sound barrier.
The assessment adopted the sound proof windows at 3 sensitive points along this section
based on the principle of the new improving the old.
2. Sensive Points Noise Pollution Treatment Measures
There were 139 sensitive points along the project line, of which, 21 were the school
special sensitive points, 118 inhabitant residences.
The noise pollution treatment measures for the entire line are as follows:
�1�46sound barriers of 3.15m in length of 15380m at the bridge section.
�2�43sound barriers of 3m in length of 12096m at the subgrade section. 1 sound barrier
in length of 7m.
�3�132 sound isolation ventilation windows of 107550 m2�The actual surveys will be
carried out by the completion of the project for the noise level at the sensitive points,
putting in use in case of the real overstandard conditions.
�4�In combination of the vibration estimation and measurement implementation
situations, 1194 households sensitive points were resettled within 30m along the project
line.
�5�The total noise protection investment is 270.187 million RMB Yuan.
41 points employed the noise reducing method of sound isolation windows to meet the
relative standard or the utilizations function requirement along the entire project.
8 points employed the noise reducing method of sound isolation windows together with
the resettlement to meet the relative standards or the utilization function requirement
along the entire project.
47 points employed the noise reducing method of sound isolation windows and sound
barriers to meet the relative standards or the utilization function requirement along the
entire project.
36 points employed the noise reducing method of sound isolation windows together with
the resettlement to meet the relative standards or the utilization function requirement
along the entire project.
1 points employed the noise reducing method of sound barriers together with the
resettlement to meet the relative standards or the utilization function requirement along
the entire project.
6 points employed the noise reducing method of sound barriers to meet the relative
standards or the utilization function requirement along the entire project.
7.3.3 Noise Pollution Protection Proposals
In consideration of the project measures above, the following measures should be used to
abate the noise impact to the best extent.
�1�Reinforcement of the train bodied and rail maintenance.
A regular maintenance of the train bodies and polishing the steel rails should be
performed to ensure their operation at a good condition and decrease the noise induced
from the train moving and vibration.
�2�No horn within the completely closed section at Harbin and Jiamusi Hubs.
�3�Rational Scheme and Controlling the Land Usage on the both sides of the railway
It is suggested that relative city departments combine the land utilization and ciry plan
with the project construction.
In consideration of an overall thought of the interactive development and improvement,
the city planning divisions should put the land utilization function along the project under
a strict control in accordance with the stipulation in “Clause 11 in Chapter 2” of
�Environment Noise Pollution Protection and Treatment Law of P.R.China�that the city
planning divisions should determine the noise proof distance from the buildings to the
traffic trunks and put forward the corresponding plans and design requirements while
making decision of the building arrangement in accordace with the state environment
quality standard and civil building design regulations and rules.
With the reference of the noise estimation results in this report, it is commented that the
planning departments along the project make a reasonable scheme for the land function
on the both sides of the railway and strengthen the building arrangement and sound proof
and noise decreasing design. The ready researches have shown that, in view of the
reducing noise impact, the surrounding building groups were better than parallel
arrangement, parallel building groups were better than the perpendicular arrangement,
and the non-noise sensitive buildings as the industy, storage and logistics were more
applicable to the first rows of the buildings for the sake of reducing the railway noise
impact to the sound environment in the building groups.
7.4 Acoustic environment asessment for the construction period
7.4.1 Noise Source in the Construction Period
The construction noise impact to the environment is due to not only the sound source and
its function period, but the surrounding sensitive points distribution and its distance to the
sound source also.
The construction noise of the project included the construction machinery, transportation
vehicles and temporary construction facilities, of which, the construction machinery and
transportation vehicles had the sound grade of higher level and longer working time. As
the main sound sources, the measured values of common construction machinery noise
according to a large number of the site survey data are shown in the table 6-4-1 below.
Table 7-9 Noise Source Intensity of Major Construction Machinery & Transportation
Vehicles Unit: dBA
Construction
Period Names
Distance between
Measuring Point and
Noise Source�m�
Sound Grade
AValues Average
Bulldozer 10 78�96 88
Excavator 10 76�84 80
Loader 10 81�84 82
Road Breaker 10 80�92 85
Earth and
gravel
Works
Heavy Lorry 10 75�95 85
Blader 10 78�86 82
Compactor 10 75�90 83
Riveted
Machine 10 82�95 88
Constructure
Concrete Mixer 10 75�88 82
Electricity
Generator 10 75�88 82
Peumatic
Presser 10 80�98 88
Vibrator 10 70�82 76
Hoister 10 84�86 85Installation
&
Maintenance Jumbo Crane 10 85�95 90
The main noise sources in the construction period were bulldozers, heavey trucks and
road compactors. Earthworks mixing and material transportation work affected more
people due to their high mobility, but this sort of impact most constrained to the day with
the non-continuity and generally accepted by the civilians.
7.4.2 Noise Environment Impact Assessment Standard in the Construction Period
The noise limits at different construction stages are as in the table 7-10 below.
Table 7-10 GB12523-90 Noise Limited Value at Construction Area
Unit:Leq�dBA�
Noise Limited Value Construction
Period Major Noise Source
Day Night
Earth and
gravel WorksBulldozer, excavator, loader, etc 75 55
Pile Driving Various pile drivers, etc 85 No Construction
Structure Concrete mixer, vibrator and electric
saw, etc 70 55
Decoration Hoister, elevator, etc 65 55
7.4.3 The Controlled Distance of the Construction Machinery to the Site
The machiney at the construction sites should be managed to be at a controlled distance
up to the requirement of the equivalent sound grade limits within the sites.
The equivalent and continuous sound grade A at this survey point could be calculated as
the fomula below:
= ∑
=
+n
i
CL
ieqiTeqiiptn
TL
1
)(1.0,,
,0101
lg10
Noise declining fomula is as follow:
)/lg(20 00 rrLL AA −=
Where� LA�sound grade at rA to the sound source, dBA
L0�sound grade at ro to the sound source, dBA
The controlled distance of the construction machinery to the site should be calculated
based on the actual situations. In this job, working period were 8, 10 and 12 hours in the
day and 1, 2 and 3 in the evening, machines were 1, 2 and 3 pieces respectively, working
out the controlled distrance of the construction machinery by the fomula. The noise
impact range of the machinery under various circumstances was as in the table 6-4-3.
Table 7-11 Typical Construction Mechinery Contro Distrance Estimation
Unit m
Limit Value at
the Site(dBA)
Operation
Time hoursUsing 1 piece Using 2 piecesUsing 3 piecesConstruction
Machinery
Day Night Day Night Day Night Day Night Day Night
8 1 32 158 45 223 55 274
10 2 35 223 50 316 61 387 Bulldozer 75 55
12 3 39 274 55 387 67 474
8 1 22 112 32 158 39 194
10 2 25 158 35 224 43 274 Road Breaker 75 55
12 3 27 194 39 274 47 335
8 1 18 89 25 126 31 154
10 2 20 126 28 178 34 218 loader 75 55
12 3 22 154 31 218 38 266
8 1 28 79 40 112 49 137
10 2 31 112 45 158 55 194
Blader,
compactor,
generator and
concrete mixer
70 55
12 3 34 137 49 194 60 237
7.4.4 Mitigation Measurements and Suggestions
In accordance with the stipulation of Clause No.27, 28, 29 and 30 of �Environment
Protection Methods of P.R.China�, the project should be in line with the building
construction site criteria of the state regulations; 15 days ahead of the construction, the
environment protection administrative divisions in charge should submit the project
name, working location and period and possibe environment noise values, noise pollution
protection and treatment measures; No noise pollution inducing works are allowed in the
evening. In case of the special working necessary at night, the identification issued by the
government above the level of county or relative department in charge and notify the
residents the approved jobs at night.
The assessment suggested the the following measures and suggestions on the sound
environment impact during construction period in view of the actual project situation:
1. The machinery with louder noise like generators, air compactors, etc. should be
arrange at a remote area and be away from the sound environment sensitive points such
as the residential areas, schools and hospitals and so on; the sites of mixing, stirring and
precasting should be in general more than 200m away from the residential areas; for
those hard tto choice suitable sites should use close sound insulation measures and
carrying out a regular maintenance strictly following the operation regulations and rules.
2. Making a rational working schedule, trying to avoid the construction in the evening or
doing jobs with lower noise. Machinery with the high sound grade should be stopped in
the evening �22:00�6:00�. The relative approval should be obtained in case of
inevitable continuous construction need and keep the residents well-informed. The
construction at night should utilize the certain methods to reduce the noise to the maxium
extent. The construction produced by the staff should be supported by the management
rules and noise reducing measurement and be kept under a strict control. The vehicles
delivering the material during the night should ban the horns, be gentle in the loading and
unloading, not to disturb the people with the minimum noise.
3. During the construction period, the related vehicle passing time should be well
coordinated to avoid the traffic gams by means of a proper communication among the
construction party, constructors and traffic departments. The evening transportation
should ban the horns, slower, and try not to use the road through the towns and villages to
reduce the noise impact to a minimum extent.
4. Optimizing the construction scheme, making a logical working schedule, reducing the
construction environment noise hazard to a minimum extent. The noise protection
measures shoube be listed in the construction organization design and explicate in the
contracts at the stage of biding and tendering stage.
5. In accordance with the �Notification on the Strengthening Environment Noise
Pollution Supervision and Management during the Senior High School Examination
Period �issued by the State Environment Bureau on Apr. 26, 1998, in the process of the
senior high school examination and 2 weeks ahead of the examination, the noise
overstandard and disturbing works should be banned besides the environment noise
sources of all kinds be severely under control.
6. The contruction site environment supervision should be well done in the construction
period. In accordance with �Construction Working Range Noise Measuring Methods�,
the working site should have a noise survey with the values within the noise discharge
standard. This report set out the environment management survey schemes in the
environment management and monitoring plan, which should be stricted followed by the
relative units at work, keep the working site noise within the allowance by means of
survey to reduce the construction impact on the resident living environment to a
minimum extent.
7.5 Summary
7.5.1 Assessment Standards and Protection Objects
There were 139 sensitive points, of which, 21 special sensitive points and 118
concentrated residential housings.
The residential houses at 30m to the exterial rail central line within the assessment scope
used the limit value of 70dBA/70dBA in �Railway Boundry Noise Limit and Measuring
Method��GB12525-90�.
The area having the noise function divisions followed the relative noise function division
criteria.
Areas through the project are mostly the villages without noise function divisions, belong
the Class 2 area. The urban areas with the functional division should follow the relative
functional requirement. As for the special sensitive points as schools and hospitals, the
standard is 60dBA in the day and 50dBA at night�with the requirement for the
dormitory�
7.5.2 The Current Status Assessment
The current status survey results shown that the sound grades of each sensitive object
were 52.4�67.8dBA�45.3�68.4dBA in the day and evening.
The sound grade at 30m to outer rail central line were up to the standards of Day 70dBA
and Night 70dBA set in the GB12525-90�Railway Boundry Noise Limits and Measuring
Methods�.
7.5.3 Main Environment Impact and Proposed Environment Protection Measurements
1. The environment protection measures mentioned in the report for the construction
period included majorly a rational arrangement of working site, machinery with high
noise be far away side for the residential area; a rational working schedule, the job with
high noise being done in the day, the beforehand report and approval by the relative
administrative departments in charge for the technologically required continuous
construction or some special needs; strengthening the environment noise survey in
construction period, and so on.
2. On the basis of the environment noise estimation, the recent sound grade of the
residential houses at 30m to the outer rail central line were 57.7�69.4dBA and
54.3�69.5dBA in the day and evening; 55.0�68.2dBA and 52.5�68.4dBA within the
Class IV area; 54.6�61.2dBA and 50.8�58.9dBA within the Class I area, 53.7�66.1Db
and 49.1�60.6dBA within the Class II area, 53.5�65.5dBA and 49.3�62.7dBA within
the Class III area
The forecasted survey on 21 school special sensitive point shown the noise level of
54.8�67.5dBA and 50.4�62.1dBA in the day and evening.
3. In accordance with the environment noise estimation survey results and considering
the sensitive point scale and surrounding land condition, 46 sound barriers of 3.15m high
and 15380 linear meter in total length were placed at the bridge section; 43 sound barriers
of 3m high and 12096 linear meter in total length at the subgrade; 1 sound barrier of 7m
of 380 linear meter at the subgrade section. 132 sound proof ventilation windows of
107550m2.
4. In combination with the vibration estimation and measurement utilizatioin, 1194
households at the sensitive points were resettled.
5. The noise environment protection investment was 270.187 million RMB�
8 Environment Vibration Impact Assessment
8.1 General
Following the project openning, the train wheels and steel rail generated the collision
vibration, which transferred from rail sleepers and bedding to the subground, then to the
ground surface, vibration disturance produced to the surroundings and the residential
houses and schools along the route, having a bad impact on the life, study and rest. That
vibration of the train will be the major environmental vibration source.
In addition, a temporary vibration interference will be generated by the subgrade filling,
site excavation, bridge foundation, pier and abutment building, tunnel blasting and the
like during the construction period.
8.2 The Current Status Assessment on Environment Vibration
8.2.1 The Current Status Investigation on Environment Vibration
The proposed railway will go through Helongjiang Province, Ha’erbing and Jimusi. The
areas along the route are mostly residential environment for cities, villages and towns.
The current status investigation and research indicated that there were 88 environment
vibration protection objects, of which, 7 schools with the structure of Class II and III;
some of sensitive points affected by the old railway with a higher vibration grade; other
points’ main vibration sources were social life induced vibration with a lower grade.
8.2.2 Current Status Monitoring I. Monitoring Methods
The environment vibration measuring was carried out according to GB10071-88�Urban
Area Environment Vibration Measuring Methods�
In the old railway section, measurement was done by the method of “railway vibration”,
that is “read the biggest indicated number of each train passing through, 20 trains should
be measured in succession at each point, the arithmetic average of 20 readings would be
the assessment value.”
Other pointing(areas without the passing-by train) were measured by “inregular
vibration” method for the urban area, that is each continuous measurement should last for
no less than 1000s, sampling interval 0.1s, reading accumulation Z percentage vibration
grade, using VLz10 as assessment value.
Measuring points were arranged at the flat and firm ground no more than 0.5m away
outside the building or at the floor conter of the inside the building.
II. Measuring Unit
The measurement was performed by the Central Laboratory of No.3 Railway
Investigation and Design Institute Group, having the measurement qualification
certificate No. 2009001162N of P.R.China.
III. Measuring Apparatus
AWA6256B environment vibration grade analyser was used. To ensure the measurement
accuracy, the apparatus had a self-correction before the inspection and check, up to the
requirement the measure technology requirement.
IV. Measuring
Measurement was scheduled in April of 2010.
8.2.3 Current Measuring Point Arrangement
The sensitive point distribution method was adopted to place the survey points at each
sensitive object, all at 30m to the old railway or proposed railway and at the flat and firm
ground no more than 0.5m away outside the first row of the buildings.
33 survey section, 135 point were arranged as shown in the appendix drawings.
8.2.4 The Current Monitoring Results and Assessment
The current monitoring result and assessment are as shown in the Annex 7.
The current status survey results indicated:
The sound grade of part of the sensitive points of 44 along the project were over standard
due to the impact of the old railway in the day and evening, the other 44 points were
majorly impactd by the social life noise.
The relative parameters of the old railway operation are shown in the table 6-1-
Table 6-2 Current Train Pair Unit� pair/day
Railway Section Ordidary Goods Train
Ordidary
Passenger
Train
Tractive TypeFreight Train Tractive
Mass t
Ha’erbing Hub 12 38.5 Electrified 5000
Jiamusi Hub 31 43.5 Electrified 5000
I. Sensitive Points Affected by the Old Railways
The sound grades at 30m to the old outer rail central line were 60.9�67.8dBA and
58.4�68.4dBA in the day and night, up to the standards of Day 70dBA and Night 70dBA
set in the GB12525-90�Railway Boundry Noise Limits and Measuring Methods�.
II. Other Sensive Points
No obvious vibration source at the present status, mainly from the human activity impact,
the current vibration grade of VLZ10 value is 49.0�57.0dB and 43.1�52.0dB in the day
and evening, up to the requirement of 70 dB and 67 dB in the day and night set in
�Urban Area Environment Vibration Standards��GB10070-88�
8.3 Environment Vibration Impact Asessment during the
Operation Period
8.3.1 Estimation Methods
The vibration source strength and transmitting rules are affected by quite many factors.
Generally, land form, land feature, geological condition and some man-made structures
should all place a special impact on the sound generation and spreading. Therefore, the
sound generation and spreading could show their own characters under some actual
circumstance.
The vibration assessment estimation mode was according to the fomula recommended in
Rail Docu.No.44, 2010�Railway Construction Project Environment Impact Assessment,
Noise Vibration Source Intensity Value-taken and Treatment Priciple Guidance and
Proposals ��revised in 2010�.
i. Vibration Estimation Fomula Selection
Railway environment vibrationVLz estimation calculation fomula is as follow:
( )∑=
+=n
iiiZ CVL
nVL
1,0Z
1
Where:
VLZ0,i—— vibration source intensity, the maximum grade Z vibration at the train
passing through, dB
Ci —— vibration correction item of the train of No.i, dB�
n —— numbers of the trains passing by
Vibration correction item Ci is calculated by Ci = CV + CW + CL + CR+ CH + CG +
CD�CB
In fomular: CV—— velocity, dB�
CW——axle weight correction, dB
CL—— line kind correction, dB�
CR—— rail type correction, dB
CH—— Bridge height correction, dB
CG—— Geological correction, dB�
CD—— distance correction, dB�
CB—— building type correction, dB
II. Fomula Parameter Determination
1� Vibration Source IntensityVLzo
The train vibration source strength in the Assessment was determined in accordance with
the Rail Docu.No.44, 2010�Railway Construction Project Environment Impact
Assessment, Noise Vibration Source Intensity Value-taken and Treatment Priciple
Guidance and Proposals ��revised in 2010�as shown in the tables 7-3-1�7-3-2�7-3-3
below:
Table 8-1 Passenger Train Vibration Intensity at 160km/h or below
Speed(km/h)Source
Intensity(dB)
Line
Condition
Geological
Condition
Axle
Weight
Reference
Point
Location
Correction
Value
50~70 76.5
80~110 77.0
120 77.5
130 78.0
140 78.5
Railway of
Grade�, seamless, rail
of 60kg/m, rail
surface in
good
condition,
concrete rail
sleeper, road
bedding with
slug, straight
subgrade line
Alluviation
Layer 21t
30m to the
training
moving line
central line
Deducting
3dB from the
source
strength for
the strength
value at the
bridge line
Table 8-2 Ordinary Goods Train Vibration Source Intensity
Source Intensity(dB Speed(km/h)
Subgrade Bridge Line Condition
Geological
Condition
Axle
Weight
Reference
Point
Location
50 78.5 75.5
60 79.0 76.0
70 79.5 76.5
80 80.0 77.0
Railway Class�, seamless, seamless
steel 60kg/m, rail
surface condition,
concrete rail sleeper,
rail bed with
slug�straight line,
low sub-grade or
bridge of 11min
height
Alluviation
Layer 21t
On the
ground
30m to the
outer train
line center
Table 8-3 Motor Train Group Train Vibration Source Intensity
Subgrade
Route Bridge Route
without
switch
with
switch
without
switch
with
switch
160 70.0 76.0 66.0 67.5
170 70.5 76.5 66.5 68
180 71.0 77.0 67.0 69.0
190 71.5 77.5 67.5 69.5
200 72.0 78.0 68.0 70.5
210 72.5 78.5 68.5 71.5
Motor Train Group
220 73.0 79.0 69.0 72.5
Railway Class�, seamless, seamless
steel 60kg/m, rail
surface condition,
concrete rail sleeper,
rail bed with
slug�straight line,
low sub-grade or
bridge of 11min
height, on the
ground 30m to the
outer train line
center, alluviation
Layer�axle weight
of 16t
230 73.5 79.5 69.5 73.5
240 74.0 80.0 70.0 74.0
250 74.5 80.5 70.5 74.5
III. Estimation Technological Conditions
Rail
The main rail adopted the interval seamless line of 60kg�m. The rail structures were
dominated by the rail with the � at Ha’erbing and Jiamusi and the slab-rail without the
�at the interval sections.
Train Travelling Speed
The actual travelling speed at each estimating point was calculated and determined by the
train type and train traction.
Locomotive Train Conditions
The electric locomotive traction mass was 5000t, the passenger trains were hauled by the
locomotive SS4.
D. Traffic Flow Distribution
The passenger and freight train paires were as in the table 7-3-4 below.
Table 7-3-4 Estimated Annual Train Pair Unit: pair/day
2020 2030
Motor Train
Group
Motor Train
Group
Section Ordinary
Goods
Train
Ordinary
Passenger
Train 8 in a
group
16 in
a
group
Ordinary
Goods
Train
Ordinary
Passenger
Train 8 in a
group
16 in
a
group
Ha’erbing-Taiping
Bridge 8 6 56 29 8 6 69 43
Taiping Bridge- 0 0 56 29 0 0 69 43
Jiamusi
Jiamusi Jiamusi 20 44 0 29 28 50 0 43
III. The Vibration Estimation Results and Assessment at Grade Z
The vibration impact estimation results at Grade Z at each sensitive point during the
operation period were as in the Annex 8.
The estimation results indicated:
1�The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail
were 70.1-81.9db and 70.1-82.7db in the day and evening. 6 points were over 80dB in the
day, 1.0-1.9dB higher; 11 points were over 80dB at night, 0.8-2.7dB higher.
2�The evaluation values of Grade Z at the survey point 85 within 30m to the outer rail
were 52.9-77.2db and 53.5-77.9db in the day and evening, all meeting the standard
requirement of 80db “on the both sides of the rainway trunk” of GB10070-88
3� In the long run, due the unchanged train types and speed and only increased traffic
flow, it was estimated that the vibration estimation should have not much difference from
the one in 2020, generally 0.2~0.4 dB higher.
Estimated statistic results were as in the table 7-3-6 below:
Table 8-4 Estimated Statistic Results
Monitoring
Value�dB�Over
80�dB�Value Over 80�dB�pointsMeasuring
Point
Location
Estimated
Measuring
Point
Numbers Day Night Day Night Day Night
Within 30m 50 70.1-81.9 70.1-82.7 1-1.9 0.8-2.7 6 11
Beyond
30m 85 52.9-77.2 53.5-77.9 0-0 0-0 0 0
8.3.2 Vibration Distance Estimation up to the Standards
For the sake of the plan and control, the vibration estimation values at the different
distances and route types, and the vibration distance up to the standards were given as in
the table 7-3-7 below:
Table 8-5 Railway Vibration Criteria Distance
Speed �km/h�Estimated
Value�dB�
Section Goods
Train
Motor
Train
Group
Passenger
Train
Track
Condition
Geological
Condition
Line
Condition 15m20m30m60m
Distance up
to the
criteria�m�
Sub-
grade�6m�79.578.376.570.5 15 Ha’erbing-Taiping
Bridge 60 120 100 with slug
Alluviation
Layer Bridge�11m� 72.3 71.1 69.3 63.3 4
Sub-
grade�6m�76.5 75.3 73.5 67.5 7Taiping Bridge-
Jiamusi / 230 /
without
slug
Alluviation
Layer Bridge�11m� 72.5 71.3 69.5 63.5 4
Sub-
grade�6m�80.8 79.5 77.8 71.7 19
Jiamusi�Jiamusi� 60 120 100 with slugAlluviation
Layer Bridge�11m� 75.6 74.3 72.6 66.5 7
Note: The distance up to the criterial is for the outside.
Indicated by the data in the table 7-3-7, the vibration impact range was larger at the sub-
grade line than the bridge line.
8.4 Vibration Mitigation Measurements and Proposals
To meet the environmental vibration requirement, the following measures were proposed
to decrease the impact of train vibration on the environmental vibration in combination
with estimation evaluation results and on the principles of the technological feasibility
and the economica reasonableness.
8.4.1 City and Town Schem, Control and Management
In order to mostly alleviate the railway construction impact on the environmental
vibration, it was suggested that the government divisions of planning, construction and
environmental protection should delimit a certain range of the buffer zone of no new
construction of the vibration sensitve buildings as the residential houses, schools and
hospitals within 30m along the both sides of the railway, taking into consideration of the
fact of a higher vibration level along the both sides of the railway while making a plan for
the land management.
8.4.2 Source Strength Control
It was proposed that a regular polishing of the overall rail should be arranged to eliminate
the wear and reduce the unevenness between the wheels and rails after the opening of the
project, a regular wheel rounding to improve the vibration due the irregular wheel. With
the development of our railway transportation, locomotive and vehicle manufacture
industry, rail conditions have upgraded, the old trains will be replaced by the new, the
nationaliztion and popularity of the large machinery like the rail polishing will benefit the
vibration impact.
8.4.3 Vibration Control Measurements
The resettlement was decided to the control the vibration impact at the points with the
values over 80db after the construction.
In this assessment, 438 points along the railway were resettled in view of the noise
protection measurements. The investment induced was listed in the noise protection cost
to reduce the impact of railway vibration on the resident life, referring to the Annex 9.
8.5 Vibration Environment Impact Analysis during the
Construction Period
8.5.1 Construction Period Vibration Pullution Source Anaysis
The vibration pollution source was mainly the construction machinery working vibration
largely from pile drilling, hole boring, road(earth)compaction, raming and heavey
transportation vehicles moving, such as jumbo excavator(earth digging), air compactor,
hole driller, pile driller, vibrating raming machines and so on.
The project is newly built. The construction vibration control is focus on the rural
residents concentrated area close to the alignment and stations .
The constrution and blasting works in the construction period should also place an
vibration impact on the nearby sensitive points.
8.5.2 Construction Machinery Equipment Vibration Strength
The table 7-5-1 is mainly for the construction machinery vibration values. It is shown that
the pile driver produced the maximum vibration strength among those listed; the
vibration declined with the increase of the machines distance; With the exception of the
high vibration machines, other equipment vibration are arrange within 25�30m, up to the
environment standard in “mixed area”.
Table 7-5-1 Construction Mechinery Equipment Vibration Value
�VLz�dB�
Distance to Vibration Source�m�Construction
Machinery 5 10 20 30
Dissel Pile
Driver 104 ~ 106 98 ~ 99 88 ~ 92 83 ~ 88
Vibrating Pile
Hammer 100 93 86 83
Pneumatic
Hammer 88 ~ 92 83 ~ 85 78 73 ~ 75
Excavator 82 ~ 94 78 ~ 80 74 ~ 76 69 ~ 71
Compactor 86 82 77 71
Pneumatic
Pressor 84 ~ 86 81 74 ~ 78 70 ~ 76
Bulldozer 83 79 74 69
Heavy Goods
Train 80 ~ 82 74 ~ 76 69 ~ 71 64 ~ 66
8.5.3 Construction Vibration Control Measurements
In order to reduce the vibration to the minimum extent during the construction of the
project, the following effective measurements:
1� Logical Arrangement of the Site
The scientific site arrangement is the critical way to reduce the construction vibration.
The relation between the site arrangement and environment should be properly
considered while ensuring the construction work.
�1�Choosing the position with less environment requirement as the fixed manufacture
work site, take the girder making for instance, to avoid to be close to the sensitive
areas(points) like the residentia houses;
�2�Keeping the road for the construction vehicles, especially the heavy transportation
away the vibration sensitive areas;
�3�Trying to arrange the vibration-generated construction equipment 30m away from
the vibration sensitive area to avoid the interruption to the surrounding environment;
�4�No use of the machines with high vibration, such as the pile driver, road compactor
of raming type at the sensive construction sections as the residential areas in the evening;
2� Scientific Management, Propoganda and Civilized Construction
Under the circumstance of the construction progress, making a logical construction
schedule and the scientific management; The proper propoganda should be carried out for
the impact to the surrounding environment even with some correpondent control
measurement and stradegies because of the technology conditions and concrete
environment limit at the construction sites. To increase the residents’ mental tolerance to
the bad impact, reinforce the education on the environment protection awareness of
workers, initialize the consciousness of the civilized construction to alleviate the
construction vibration due to the man-made reasons.
3� The explosion design staff should decide the allowed safe vibration speed by the
controlling standard and calculate the controlled dynamite amount each time according to
the actual conditions of the buildings at the explosive areas and the sensitive areas(
points). The largest dynamite amount should be under a strict control at the construction
blasting, making a rational blasting sequence to ensure the ground equipment safety; the
explosive time should be properly selected to minimize the impact on the residents; the
efficient propoganda and safety measurement pre-scheme should be done ahead of the
explosion each time to each time to lessen or eliminate the residents’ psychological panic
and the necessary safety protection measurements.
4�In order to make an effective control of the construction vibration impact on the
resident living environment, the environmental management should be emphasized
besides the performance of the controlling measures.The construction units should accept
willingly the supervision and management of the environment department in accordance
with the relative laws, rules and regulations of the state and cities along the project.
8.6 Summary
1�Affected by the old railway, the average values of current vibration grade Vlzmax
within 30m were 73.1 dB�84.1dB and 74.3 dB�84.3dB in the day and evening. 12
points were over 80db in the day, 0.1�4.1db higher; 12 points were over 80db,
0.4�4.4db higher. Within 30m and beyond were 57.0�78.6dB and 57.3�78.9dB in he
day and evening, all points in the day and evening were up to the standard value of 80db
at “boths sides of the railway truck” of GB10070-88. No obvious vibration sources at the
current stage, mainly the man-made acitivities. The VLZ10 value of the current vibration
grade were 49.0�57.0dB and 43.1�52.0dB in the day and evening, up to the requirement
of 70 dB and 67 dB in the day and evening set in �Urban Area Environment Vibration
Standards��GB10070-88�
2�The evaluation values of Grade Z at the survey point 50 within 30m to the outer rail
were 70.1-81.9db and 70.1-82.7db in the day and evening. 6 points were over 80db in the
day, 1.0-1.9db higher; 11 points were over 80db, 0.8-2.7db higher. The evaluation values
of Grade Z at the survey point 85 within 30m to the outer rail and beyond were 52.9-
77.2db and 53.5-77.9db in the day and evening, all meeting the standard requirement of
80db “on the both sides of the rainway trunk” of GB10070-88.
3�In this assessment, 438 points along the railway were resettled in view of the noise
protection measurements. The investment induced was listed in the noise protection cost
to reduce the impact of railway vibration on the resident life.
4�It was suggested that the government divisions of planning, construction and
environmental protection should delimit a certain range of the buffer zone of no new
construction of the vibration sensitve buildings as the residential houses, schools and
hospitals within 30m along the both sides of the railway, taking into consideration of the
fact of a higher vibration level along the both sides of the railway while making a plan for
the land management.
5�The construction sequence should be logical arranged due to the vibration impact from
some of the construction machinery on the surrounding environment during the
construction period. Also, it is quite necessary and effective to take the protection
measures and increase the environmental awareness of the construction staff to decrease
the environment vibration impact, which would vanish after the completion of the
construction, during the construction period.